CN101514747A

CN101514747A - Control apparatus for a vehicular automatic transmission

Info

Publication number: CN101514747A
Application number: CNA2009100071665A
Authority: CN
Inventors: 户仓隆明; 大坪秀显
Original assignee: Toyota Motor Corp
Current assignee: Toyota Motor Corp
Priority date: 2008-02-15
Filing date: 2009-02-13
Publication date: 2009-08-26
Anticipated expiration: 2029-02-13
Also published as: JP2009192021A; US20090210121A1; DE102009003468B4; US8249785B2; DE102009003468A1; JP4650496B2; CN101514747B

Abstract

The present invention provides a control apparatus (10) for a vehicular automatic transmission (10) which has a plurality of coupling elements (C,B,F) selectively released and engaged to perform shifting actions, the control apparatus includes a shift control portion (120) configured to control at least one specially controlled coupling element (C3,C4) which is included in the coupling elements (C,B,F) provided to perform the shifting actions of the automatic transmission (10) and which is placed in a fully released state prior and subsequent to the shifting action performed according to a presently generated shifting command, the shift control portion controlling each specially controlled coupling element so as to enable the specially controlled coupling element to have a torque capacity during the shifting action performed according to the presently generated shifting command.

Description

The control gear that is used for vehicle automatic transmission

The Japanese patent application No.2008-035180 that the application submitted to based on February 15th, 2008, its content is hereby expressly incorporated by reference.

Technical field

The present invention relates to a kind of control gear that is used for vehicle automatic transmission, described vehicle automatic transmission be configured to change the speed that rotatablely moves that receives by its input shaft and change from its output shaft output speed after rotatablely move.

Background technique

Known a kind of control gear that is used for vehicular automatic transmission, described vehicular automatic transmission comprises hydraulic operation joint element and planetary gear set, and carries out gear shifting operation by the joint and the release movement of joint element.JP-6-341536A discloses an example of the control gear that is used for this vehicle automatic transmission.This control gear is configured to control so-called " clutch moves to clutch speed varying ", the release side engagement element that wherein has been placed in jointing state before gear shifting operation is released, and the engage side joint element that has been placed in simultaneously releasing state before gear shifting operation is engaged.

Wish to shorten the required time of gear shifting operation of carrying out vehicle automatic transmission, the speed change when reducing gear shifting operation is simultaneously impacted, to improve the cornering ability and the driving comfortability of vehicle.In order to shorten the required speed change time, wish to increase the rotation speed change speed of input shaft during gear shifting operation of automatic transmission.In order to increase the rotation speed change speed of input shaft during the gear shifting operation of disclosed control gear control, wish the increase speed of the engaging force of increase engage side joint element by above-mentioned open source literature JP-6-341536A.But the increase of the increase speed of engaging force makes us undesirably causing the increase of speed change impact.Like this, the control gear of above-mentioned open source literature is difficult to shorten the required speed change time not increasing under the situation that speed change impacts.

Summary of the invention

Therefore, the purpose of this invention is to provide a kind of control gear that is used for vehicle automatic transmission, this control gear can shorten the required speed change time of automatic transmission, reduces speed change simultaneously and impacts.

Above-mentioned purpose can realize by any one in the following pattern according to the present invention.Should be understood that and the invention is not restricted to only be the described technical characteristics of example purpose or its combination in any.Should be understood that a plurality of elements or the feature that are included in in the following pattern of the present invention any needn't all be provided with together, and the present invention can implement under the situation that does not have in conjunction with this pattern described some element or feature.

(1) a kind of control gear that is used for vehicle automatic transmission, described vehicle automatic transmission have and are optionally discharged and engage to carry out a plurality of joint elements of gear shifting operation, and described control gear comprises:

Speed Control portion, described speed Control portion is configured to control the joint element of at least one specific controlled, the joint element of described at least one specific controlled is included in described a plurality of joint elements of the gear shifting operation of being arranged to carry out described vehicle automatic transmission, and before the gear shifting operation of carrying out according to the gear-shift command of current generation and be placed in complete releasing state afterwards, in the joint element of described at least one specific controlled of described speed Control portion's control each is so that the joint element of described each specific controlled can have torque capacity during the described gear shifting operation of carrying out according to the gear-shift command of described current generation.

Control gear according to above-mentioned pattern of the present invention (1) structure is arranged such that the joint element of at least one specific controlled can have torque capacity during the gear shifting operation of carrying out according to the gear-shift command of current generation.The torque capacity of the joint element of described specific controlled will be engaged with the torque capacity of the joint element of carrying out gear shifting operation according to gear-shift command the input shaft rotational speed of vehicle automatic transmission to be changed than desire has bigger influence, thereby the situation that can not have torque capacity with the joint element of specific controlled is compared, the joint element that can have the specific controlled of torque capacity can be changed into input shaft rotational speed the corresponding value of setting up with vehicle automatic transmission of gear more quickly after gear shifting operation, and simultaneously the speed change of vehicle automatic transmission is impacted and is reduced effectively as in these cases, thereby finishing the required time of gear shifting operation can shorten effectively.

(2) according to the control gear of above-mentioned pattern (1), wherein, the described gear shifting operation of carrying out according to the gear-shift command of described current generation is the shift-up action of described vehicle automatic transmission, and each in the joint element of described at least one specific controlled all is higher gear joint elements, and described higher gear joint element is joined so the gear shifting operation of carrying out described vehicle automatic transmission and arrives the higher gear higher than the gear of setting up after described shift-up action.

In above-mentioned pattern of the present invention (2), the joint element of each specific controlled all is to be joined so to carry out the higher gear joint element of speed change to the gear shifting operation of the higher gear higher than the gear of being set up by the shift-up action of vehicle automatic transmission, the situation that can not have torque capacity with the higher gear joint element is compared, finishing the required time of shift-up action can be shorter, and speed change is impacted and can be reduced effectively as in these cases simultaneously.

(3) according to the control gear of above-mentioned pattern (1), wherein, the described gear shifting operation of carrying out according to the gear-shift command of described current generation is the shift-down action of described vehicle automatic transmission, and each in the joint element of described at least one specific controlled all be in the middle of the gear joint element, described in the middle of the gear joint element be joined so the gear shifting operation of carrying out described vehicle automatic transmission and arrive the gear before described shift-down action, set up and the middle gear between the gear of setting up after the described shift-down action.

In the control gear of pattern according to the present invention (3), the joint element of each specific controlled all is to be joined so to carry out the middle gear joint element of speed change to the gear shifting operation of gear of setting up and the middle gear between the gear of setting up after the described shift-down action before the shift-down action of vehicle automatic transmission, compare with the situation that middle gear joint element can not have torque capacity, finishing the required time of shift-down action can be shorter, and speed change is impacted and can be reduced effectively as in these cases simultaneously.

(4) according to any control gear in the above-mentioned pattern (1) to (3), comprise that also speed change progress (carries out, progress) detection unit, described speed change progress detection unit is configured to judge whether the progress degree of the described gear shifting operation of carrying out according to the gear-shift command of described current generation has reached predetermined target shift speed progress degree, and when wherein the progress degree that has been judged to be described gear shifting operation when described speed change progress detection unit had reached described predetermined target shift speed progress degree, the joint element of described at least one specific controlled of described speed Control portion's control was to reduce described torque capacity.

In the control gear of pattern according to the present invention (4), when the progress degree that has been judged to be gear shifting operation when speed change progress detection unit had reached predetermined target shift speed progress degree, the joint element of described at least one specific controlled of speed Control portion control was to reduce torque capacity.Like this, not long ago beginning to be reduced to zero situation with torque capacity in the finish time of gear shifting operation compares, the torque capacity of the joint element of described specific controlled is reducing during the described gear shifting operation and vanishing when described gear shifting operation finishes slowlyer, thus the adverse effect that will reduce described gear shifting operation generation the unsuitable control timing of the torque capacity of the joint element of described specific controlled that during described gear shifting operation, will take place.

(5) according to the control gear of above-mentioned pattern (4), wherein, when the input shaft rotational speed of described vehicle automatic transmission has reached threshold value, the progress degree that described speed change progress detection unit is judged to be the described gear shifting operation of carrying out according to the gear-shift command of described current generation has reached described predetermined target shift speed progress degree, and described threshold value makes described threshold value make progress degree corresponding to described predetermined target shift speed based on the rotating speed and being determined to be of described input shaft when the inertia phase of described gear shifting operation begins and finishes.

(6) according to the control gear of above-mentioned pattern (4) or (5), wherein, described predetermined target shift speed progress degree is determined to be and makes the progress degree of described gear shifting operation reach described predetermined target shift speed progress degree in described inertia phase.

(7) according to the control gear of above-mentioned pattern (6), wherein, described predetermined target shift speed progress degree is determined to be and makes the progress degree of described gear shifting operation change in the torque of the output shaft of described vehicle automatic transmission to reach described predetermined target shift speed progress degree after finishing, and described torque changes and is to impact as the speed change of described vehicle automatic transmission soon when described inertia phase begins or after the beginning and takes place.

In above-mentioned pattern of the present invention (6) or (7), when carrying out gear shifting operation according to the gear-shift command of current generation, can shorten the required speed change time of vehicle automatic transmission effectively in the influence that reduces the unsuitable control timing of the torque capacity of the joint element of described at least one specific controlled, the time for the designated length during the described gear shifting operation temporarily produces torque capacity simultaneously.

(8) according to any control gear in the above-mentioned pattern (1) to (7), wherein, described speed Control portion makes the joint element of described at least one specific controlled can side by side have described torque capacity with the zero hour of the inertia phase of described vehicle automatic transmission.

In above-mentioned pattern of the present invention (8), the joint element of described at least one specific controlled can side by side have torque capacity with the zero hour of the inertia phase of vehicle automatic transmission, and the torque capacity of the joint element of described at least one specific controlled can be produced effectively to shorten the required speed change time of vehicle automatic transmission.

(9) according to any control gear in the above-mentioned pattern (1) to (8), wherein, the described gear shifting operation that the gear-shift command according to described current generation of described vehicle automatic transmission is carried out is the shift-up action from first gear to second gear, described shift-up action is to be included in described a plurality of joint element and to be placed in second joint element that complete jointing state is included in described a plurality of joint element with first joint element that described vehicle automatic transmission placed described first gear and joint and is placed in complete releasing state under described first gear of described vehicle automatic transmission by release to be performed, and described speed Control portion makes the joint element of described at least one specific controlled can have described torque capacity during the described shift-up action of described vehicle automatic transmission.

In above-mentioned pattern of the present invention (9), described speed Control portion makes the joint element of described at least one specific controlled can have torque capacity during the shift-up action from first gear to second gear of vehicle automatic transmission, and described shift-up action is to be placed in complete jointing state by release to be performed with second joint element that is placed in complete releasing state under first joint element that vehicle automatic transmission placed first gear and first gear that is bonded on vehicle automatic transmission.In this pattern of the present invention, the situation that can not have torque capacity with the joint element of specific controlled is compared, the joint element that can have the specific controlled of torque capacity can change to the input shaft rotational speed of vehicle automatic transmission the corresponding value of setting up in the described back that upgrades with vehicle automatic transmission of second gear more quickly, and simultaneously the speed change of vehicle automatic transmission is impacted and is reduced effectively as in these cases, thereby finishing the required time of described shift-up action can shorten effectively.

(10) according to any control gear in the above-mentioned pattern (1) to (9), wherein, described speed Control portion temporarily places slipping state to make the joint element of described at least one specific controlled can have described torque capacity the joint element of described at least one specific controlled during by the described gear shifting operation of carrying out in the gear-shift command according to described current generation of described vehicle automatic transmission.

In above-mentioned pattern of the present invention (10), described speed Control portion is by temporarily placing slipping state to make the joint element of described at least one specific controlled can have torque capacity the joint element of described at least one specific controlled during the gear shifting operation of vehicle automatic transmission.In this pattern of the present invention, the torque capacity of joint element that temporarily is placed in each specific controlled of slipping state can suitably be adjusted to is suitable for shortening the value that speed change that the required speed change time of vehicle automatic transmission reduces vehicle automatic transmission is simultaneously impacted.

(11) according to the control gear of above-mentioned pattern (10), wherein, described speed Control portion will be placed in the described torque capacity of joint element of described at least one specific controlled of described slipping state and the torque capacity that desire will be engaged to carry out the joint element of described gear shifting operation according to the gear-shift command of described current generation is controlled to be each other in predetermined relationship, make the rotating speed of the input shaft of described vehicle automatic transmission and output shaft change with separately predeterminated target speed.

(12) according to any control gear in the above-mentioned pattern (1) to (11), wherein, the torque capacity of each in described a plurality of joint elements is all along with the carrying out of the joint action of described each joint element and increase.

(13) according to the control gear of above-mentioned pattern (3), wherein, described speed Control portion make described in the middle of the gear joint element during the described shift-down action of described vehicle automatic transmission, can have described torque capacity and reach a time period, the moment that is identified that rotatablely moves synchronously of the input block of gear joint element in the middle of described of described time period and output block finishes, described speed Control portion with gear joint element in the middle of described be controlled to make described in the middle of the gear joint element rotatablely move synchronously described input and output parts described and can not have described torque capacity after being identified.

Description of drawings

Below when considering in conjunction with the accompanying drawings, reading, can understand above and other objects of the present invention, feature, advantage and technology and industrial significance better to the detailed description of the preferred embodiment of the present invention, in the accompanying drawings:

Fig. 1 is the schematic representation that illustrates by the vehicle automatic transmission of control gear control constructed according to the invention;

Fig. 2 be illustrate Fig. 1 automatic transmission a plurality of gears and set up the table of the relation between the joint element serviceability combination of corresponding gear;

Fig. 3 is the alignment chart that is placed in the relative rotation speed in each gear following time with a plurality of rotatable members that straight line illustrates the vehicle automatic transmission of Fig. 1;

Fig. 4 is the block diagram of primary component of control system that is used for the vehicle automatic transmission of control graph 1;

Fig. 5 is the view that the operating position of speed change lever shown in Figure 4 is shown;

Fig. 6 illustrates the view of example that is used for controlling the speed change boundary line of automatic transmission by electric control device shown in Figure 4;

Fig. 7 is the view that the major component of hydraulic control unit shown in Figure 4 is shown;

Fig. 8 is the functional block diagram that illustrates according to the main functional parts of the electric control device of Fig. 4 of first embodiment of the invention;

Fig. 9 illustrates when carrying out the shift-up action from first gear to second gear of automatic transmission with the joint action of the joint element of the first break form, by the flow chart of the part of the control routine of carrying out according to the electric control device of Fig. 4 of first embodiment;

Figure 10 is the flow chart that the remaining part of above-mentioned control routine is shown;

Figure 11 is the sequential chart that the shift-up action of being controlled by the control gear of prior art from first gear to second gear is shown, and wherein the command control pressure of four clutches remains zero;

Figure 12 is the sequential chart that illustrates by the shift-up action of controlling according to the electric control device of first embodiment of the invention, and wherein the command control pressure of four clutches (higher gear joint element) raises four clutches is placed slipping state during shift-up action;

Figure 13 is the functional block diagram corresponding with Fig. 8, and the main functional parts according to the electric control device of Fig. 4 of second embodiment of the invention is shown;

Figure 14 is the flow chart corresponding with Fig. 9, illustrate when carrying out the reduction action from the fourth speed position to second gear of automatic transmission with the joint action of first break, by the part of the control routine of carrying out according to the electric control device of Fig. 4 of second embodiment;

Figure 15 is the flow chart of remaining part that the control routine of Figure 14 is shown;

Figure 16 is the sequential chart that illustrates by according to the shift-down action from the fourth speed position to second gear of the electric control device control of Fig. 4 of second embodiment of the invention, and wherein the command control pressure of three-clutch (middle gear joint element) raises so that three-clutch is placed slipping state during shift-down action.

Embodiment

＜the first embodiment 〉

At first, the structural configuration by the vehicle automatic transmission 10 of control gear control according to the present invention is shown with reference to the schematic representation of Fig. 1.As shown in Figure 1, automatic transmission 10 comprises mainly first variable part 14 that first planetary gear set 12 by double-pinion type constitutes and second variable part 20 that mainly is made of the third line star gear train 18 of second planetary gear set 16 of single pinion type and double-pinion type.First variable part 14 and second variable part 20 are arranged in the static part of case of transmission 26 forms coaxially to each other and are connected to input shaft 14, and second variable part 20 is connected to output shaft 24, thereby the speed that rotatablely moves of input shaft 22 is changed into the speed that rotatablely moves of output shaft 24 by first and second variable parts 14,20.As the input shaft 22 of the input block of automatic transmission 10 are turbine shafts by the torque-converters 32 of the vehicle drive force source rotation of motor 30 forms, and output shaft 24 is output blocks of automatic transmission 10, and it is operably connected to the left and right sidesing driving wheel of vehicle through differential gearing (final speed reducer) and a pair of axletree (not shown).Because automatic transmission 10 constructs symmetrically about its axis, so in the schematic representation of Fig. 1, omitted the Lower Half below the axis of being positioned at of automatic transmission 10.

First planetary gear set 12 of first variable part 14 have sun gear S1, many to intermeshing small gear P1, supporting small gear P1 so that each small gear P1 can be around its axis and around the planet carrier CA1 of the axis of first planetary gear set 12 rotation and the gear ring R1 that meshes through small gear P1 and sun gear S1.Sun gear S1, planet carrier CA1 and gear ring R1 constitute three rotatable members of first planetary gear set 12.Planet carrier CA1 is fixed on integratedly on the input shaft 22 and with input shaft 22 and rotates, and sun gear S1 is fixed on the case of transmission 26 integratedly.Gear ring R1 is as middle output block, and the rotating speed of gear ring R1 reduces with respect to the rotating speed of input shaft 22.Rotatablely moving of gear ring R1 is passed to second variable part 20.In the present embodiment, rotatablely moving of input shaft 22 is delivered to second variable part 20 through the first intermediate output path PA1 with 1.0 speed ratio, the first intermediate output path PA1 is made of diretpath PA1a and indirect path PA1b, rotatablely moving of input shaft 22 is directly delivered to second variable part 20 by diretpath PA1a without first planetary gear set 12, and rotatablely moving of input shaft 22 is delivered to second variable part 20 by indirect path PA1b through the planet carrier CA1 of first planetary gear set 12.In addition, the rotatablely moving through the second intermediate output path PA2 promptly through planet carrier CA1, be delivered to second variable part 20 by the small gear P1 of planet carrier CA1 supporting and gear ring R1 to be higher than 1.0 speed ratio of input shaft 22 makes the speed that rotatablely moves that is delivered to second variable part 20 reduce with respect to the rotating speed of input shaft 22.

Second planetary gear set 16 has sun gear S2, small gear P2, supporting small gear P2 so that small gear P2 can be around its axis and around the planet carrier CA2 of the axis of second planetary gear set 16 rotation and the gear ring R2 that meshes through small gear P2 and sun gear S2.The third line star gear train 18 have sun gear S3, many to intermeshing small gear P2, P3, supporting small gear P2, P3 so that each small gear P2, P3 can be around its axis and around the planet carrier CA3 of the axis rotation of the third line star gear train 18 and the gear ring R3 that meshes through small gear P2, P3 and sun gear S3.

Second and the third line

star gear train

16,18 have rotatable member, some in these rotatable members are fixed to one another so that four rotatable member RM1-RM4 to be provided.In detail, the sun gear S2 of second planetary gear set 16 is as the first rotatable member RM1, and the planet carrier CA3 of the planet carrier CA2 of second planetary gear set 16 and the third line star gear train 18 each other one fix and constitute the second rotatable member RM2.The gear ring R3 of the gear ring R2 of second planetary gear set 16 and the third line star gear train 18 one each other fixes and constitutes the 3rd rotatable member RM3, and the sun gear S3 of the third line star gear train 18 is as the 4th rotatable member RM4.Second and the third line

star gear train

16,18 use single parts as planet carrier CA2 and planet carrier CA3 and use another single parts as gear ring R2 and gear ring R3, and cooperation is to constitute Ravigneaux formula epicyclic train, and wherein the small gear P2 of second planetary gear set 16 also is used as one of small gear of the third line star gear train 18.

The first rotatable member RM1 (sun gear S2) optionally is fixed to case of transmission 26 through the first break B1, and optionally be connected to the middle output block (that is to say, optionally be connected to the second intermediate output path PA2) of the gear ring R1 form of first planetary gear set 12 through three-clutch C3.In addition, the first rotatable member RM1 optionally is connected to the planet carrier CA1 (that is to say, optionally be connected to the diretpath PA1b of the first intermediate output path PA1) of first planetary gear set 12 through four clutches C4.The second rotatable member RM2 (planet carrier CA2 and CA3) optionally is fixed to case of transmission 26 through the second break B2, and optionally be connected to input shaft 22 (that is to say, optionally be connected to the diretpath PA1a of the first intermediate output path PA1) through second clutch C2.The 3rd rotatable member RM3 (gear ring R2 and R3) is fixed to output shaft 24 integratedly.The 4th rotatable member RM4 (sun gear S3) optionally is connected to gear ring R1 through first clutch C1.Between the second rotatable member RM2 and case of transmission 26, be provided with the overrunning clutch F1 parallel with the second break B2.This overrunning clutch F1 allow the second rotatable member RM2 along forwards to the rotatablely moving of (along the sense of rotation of input shaft 22), but suppress the second rotatable member RM2 rotatablely moving in opposite direction.

The alignment chart of Fig. 3 illustrates the rotating speed of each element under each gear of automatic transmission 10 of first and second

variable parts

14,20 with straight line.Lower horizontal linear and expression speed " 1.0 " that this alignment chart has expression speed " 0 " are the higher horizontal linear of the rotating speed of input shaft 22.This alignment chart also has corresponding with first variable part 14 three vertical straight lines and four the vertical straight lines corresponding with second variable part 20.Three the vertical straight lines corresponding with first variable part 14 are by representing sun gear S1, gear ring R1 and planet carrier CA1 respectively from the left side towards the order on right side.Distance in these three vertical curves between the adjacent straight line is that the number of teeth of sun gear S1 is determined with the ratio of the number of teeth of gear ring R1 by the velocity ratio ρ 1 of first planetary gear set 12.Four the vertical straight lines corresponding with second variable part 20 are by representing the first rotatable member RM1 (sun gear S2), the second rotatable member RM2 (planet carrier CA2, CA3), the 3rd rotatable member RM3 (gear ring R2, R3) and the 4th rotatable member (sun gear S3) respectively from the left side towards the order on right side.Distance in these four vertical curves between the adjacent straight line is determined by the velocity ratio ρ 2 of second planetary gear set 16 and the velocity ratio ρ 3 of the third line star gear train 18.

As shown in Figure 3, automatic transmission 10 is placed in first gear " 1st " when first clutch C1 and the second break B2 are engaged.First gear " 1st " has the highest speed ratio ratio of the rotating speed of output shaft 24 (rotating speed of input shaft 22 with).Under this first gear, first variable part 14 makes the 4th rotatable member RM4 slow down with respect to input shaft 22, and the second rotatable member RM2 keeps static, thereby is connected to the speed rotation that the output shaft 24 of the 3rd rotatable member RM3 is represented with the angled straight lines that is designated " 1st " in the alignment chart by Fig. 3.

When first clutch C1 and the first break B1 were engaged, automatic transmission 10 is placed in than first gear " 1st " had more second gear " 2nd " of low speed ratio.Under second gear " 2nd ", first variable part 14 makes the 4th rotatable member RM4 slow down with respect to input shaft 22, and first rotatable member RM1 maintenance is static, thus the speed rotation of the 3rd rotatable member RM3 to represent by the angled straight lines that is designated " 2nd " in the alignment chart.

When first clutch C1 and three-clutch C3 were engaged, automatic transmission 10 is placed in than second gear " 2nd " had the more third gear " 3rd " of low speed ratio.Under third gear " 3rd ", first variable part 14 makes the 4th rotatable member RE4 and the first rotatable member RM1 slow down with respect to input shaft 22, and second variable part 20 rotates as a unit, thereby the 3rd rotatable member RM3 rotates with the speed of being represented by the horizontal linear that is designated " 3rd " in the alignment chart, promptly identical with gear ring R1 speed.

When first clutch C1 and four clutches C4 were engaged, automatic transmission 10 is placed in than third gear " 3rd " had the more fourth speed position " 4th " of low speed ratio.Under fourth speed position " 4th ", first variable part 14 makes the 4th rotatable member RM4 slow down with respect to input shaft 22, and the first rotatable member RM1 and input shaft 22 rotate together, thus the speed rotation of the 3rd rotatable member RM3 to represent by the angled straight lines that is designated " 4th " in the alignment chart.

When first clutch C1 and second clutch C2 were engaged, automatic transmission 10 is placed in than fourth speed position " 4th " had more the 5th gear " 5th " of low speed ratio.Under the 5th gear " 5th ", first variable part 14 makes the 4th rotatable member RM4 slow down with respect to input shaft 22, and the second rotatable member RM2 and input shaft 22 rotate together, thus the speed rotation of the 3rd rotatable member RM3 to represent by the angled straight lines that is designated " 5th " in the alignment chart.

When second clutch C2 and four clutches C4 were engaged, automatic transmission 10 is placed in than the 5th gear " 5th " had more the 6th gear " 6th " of low speed ratio.Under the 6th gear " 6th ", second variable part 20 is with input shaft 20 rotation, thereby the 3rd rotatable member RM3 is with the speed represented by the horizontal linear that is designated " 6th " in the alignment chart, i.e. the speed rotation identical with input shaft 22.The speed ratio of the 6th gear " 6th " equals 1.0.

When second clutch C2 and three-clutch C3 were engaged, automatic transmission 10 is placed in than the 6th gear " 6th " had more the 7th gear " 7th " of low speed ratio.Under the 7th gear " 7th ", first variable part 14 makes the first rotatable member RM1 slow down with respect to input shaft 22, and the second rotatable member RM2 and input shaft 22 rotate together, thus the speed rotation of the 3rd rotatable member RM3 to represent by the angled straight lines that is designated " 7th " in the alignment chart.

When second clutch C2 and the first break B1 were engaged, automatic transmission 10 is placed in than the 7th gear " 7th " had more the 8th gear " 8th " of low speed ratio.Under the 8th gear " 8th ", the second rotatable member RM2 and input shaft 22 rotate together, and first rotatable member RM1 maintenance is static, thus the speed rotation of the 3rd rotatable member RM3 to represent by the angled straight lines that is designated " 8th " in the alignment chart.

When three-clutch C3 and the second break B2 are engaged, automatic transmission 10 is placed in first reverse gear (reverse gear) " Rev1 ", wherein first variable part 14 is slowed down the first rotatable member RM1, and the second rotatable member RM2 keeps static, thus the 3rd rotatable member RM3 with the speed represented by the angled straight lines that is designated " Rev1 " in the alignment chart along counterrotating.When four clutches C4 and the second break B2 are engaged, automatic transmission 10 is placed in second reverse gear " Rev2 ", it has lower speed ratio than first reverse gear " Rev1 ", and wherein the first rotatable member RM1 and input shaft 22 rotate together, and the second rotatable member RM2 keeps static, thus the 3rd rotatable member RM3 with the speed represented by the angled straight lines that is designated " Rev2 " in the alignment chart along counterrotating.First and second reverse gear " Rev1 " and " Rev2 " are corresponding to first and second gears " 1st " and " 2nd ".

The form of Fig. 2 illustrates the relation between the respective combination of serviceability of gear " 1st " to " 8th ", " Rev1 " and " Rev2 " and clutch C1-C4 and break B1 and B2 of automatic transmission 10.In this form, the jointing state of mark " O " expression clutch and break, and mark " (O) " expression is established the jointing state with the second break B2 that applies engine braking to vehicle.The releasing state that do not have mark " O " and " (O) " expression clutch and break.Under the situation of existence and the parallel overrunning clutch F1 (being engaged to set up first gear " 1st ") that is provided with of the second break B2, the second break B2 need not to be engaged with starting or accelerating vehicle under the situation that is placed in first gear " 1st " in automatic transmission 10.The speed ratio of each gear " 1st " to " 8th ", " Rev1 " and " Rev2 " is determined by velocity ratio ρ 1, ρ 2 and the ρ 3 of first, second and the third line

star gear train

12,16,18.

As mentioned above, comprise first variable part 14 with two intermediate output path PA1, PA2 (having different separately speed ratios) and the automatic transmission 10 with second variable part 20 of two planetary gear set 16,18 have by the selectivity joint action of four clutch C1-C4 and two break B1, B2 optionally set up altogether eight drive forwards gear.Therefore, automatic transmission 10 sizes are little and can be installed on the vehicle with high degrees of freedom and flexibility.As seen, select one of described gear by side by side engaging and discharging corresponding two joint elements of from clutch C1-C4 and break B1, B2, selecting from the form of Fig. 2.Above-mentioned clutch C1-C4 and break B1 and B2 are (except as otherwise noted, hereinafter be referred to as " clutch " and " break ") be the hydraulically operated friction engagement element, its each can be to have a plurality of multiplate clutch or the breaks of stacked friction plate mutually that are pressed against each other by hydraulic actuator.

Be arranged to control the block diagram of the control system of the automatic transmission 10 of vehicle and other device with reference to illustrating of Fig. 4, this control system comprises mainly the electric control device 90 that the microcomputer by the so-called CPU of comprising, RAM, ROM and input/output interface constitutes.CPU work is to carry out signal processing work according to the control program that is stored among the ROM, with the output of control motor 30 and the speed change work of automatic transmission 10 when utilizing the ephemeral data memory function of RAM.Electric control device 90 can comprise engine control part and the speed changer control section of controlling motor 30 and automatic transmission 10 respectively.

Described control system comprises can work with the accelerator sensor 52 of the operation amount Acc that detects accelerator pedal 50 and apply the signal of expression operation amount Acc to electric control device 90.The accelerator pedal 50 that is reached an amount corresponding with the required vehicle output of operator by vehicle operator operation is considered to be used as the vehicle acceleration components, and operation amount Acc exports corresponding to the required vehicle of vehicle operator.

Described control system also comprises: can work with the running speed N of detection of engine 30 _EEngine speed sensor 58; Can work with the air inflow sensor 60 of the air inflow Q of detection of engine 30; Can work to detect the temperature T of air inlet _AIntake air temperature sensor 62; Be equipped with the throttle sensor 64 of engine idle switch, it can be worked with the opening angle θ of detected electrons closure _THAnd the buttoned-up status of electronic throttle (idling mode of motor 30); Can work with the travelling speed V that detects vehicle (with the rotational speed N of output shaft 24 _OUTCorrespondence) vehicle speed sensor 66; Can work with the temperature T of the cooling water of detection of engine 30 _WEngine water temperature sensor 68; Can work with the brake switch 70 of the work of the service braking sytem that detects vehicle; Can work with the current selected position P of the manual operational unit that detects speed change lever 72 forms _SHMLP sensor 74; Can work with the rotational speed N t (rotational speed N of input shaft 22 of the turbine blade that detects torque-converters 32 _IN) turbo speed sensor 76; Can work with the temperature T of the working fluid that detects hydraulic control unit 98 _OILOil temperature sensor 78; And can work with the accelerator sensor 80 of accekeration (deceleration value) G that detects vehicle.Electric control device 90 receives the expression engine speed N of these sensors and switch _E, air inflow Q, intake temperature T _A, throttle opening angle θ _TH, vehicle velocity V, engine water temperature T _W, the work of service braking sytem, MLP P _SH, turbine trip speed Nt, fluid temperature (F.T.) T _OILAnd the output signal of vehicle acceleration (retardation) value G.

Speed change lever 72 is arranged near the vehicle operator seat of vehicle, and has five positions: Parking position P; Reverse gear position R; Neutral position N; Activation point D (automatic speed changing position); Shift pattern S (hand gear position) step by step, as shown in Figure 5.Parking position P is chosen will placing the power cut state by the power transfer path of automatic transmission 10, and the halting mechanism of operating machine is mechanically to lock output shaft 24.Reverse gear position R is chosen with edge direction or reverse direction actuation vehicle backward, and output shaft 24 is along counterrotating.Under neutral position N, the power transfer path by automatic transmission 10 is placed in the power cut state.Activation point D is chosen along forward direction vehicle traction to eight is driven forwards one of gear with the automatic speed changing of automatic transmission 10 action.Shift pattern S is chosen with along forward direction powered vehicle step by step, and making can be by making automatic transmission 10 upgrade or lower category from shift pattern S step by step to position "+" or downshift position "-" the operation speed change lever 72 of upgrading shown in Figure 5.As mentioned above, MLP sensor 74 detects of current selected among position P, R, N, D and the S of speed change levers 72.

Hydraulic control unit 98 be provided with through cable or arbitrarily other coupling arrangement be connected to the manually operated valve of speed change lever 72.When speed change lever 72 was operated, manually operated valve was mechanically operated to switch the oil hydraulic circuit in the hydraulic control unit 98.When speed change lever 72 is placed in activation point D or step by step during shift pattern S, produces and drive forwards pressure P _DDrive forwards oil hydraulic circuit mechanically to set up, drive forwards the direction that is under one situation chosen in the position " 1st " to " 8th " forward thereby allow vehicle to be placed in automatic transmission 10.When speed change lever 72 was operated into activation point D, this position was detected by MLP sensor 74, and electric control device 90 is set up the automatic shift mode of automatic transmission 10 based on the output signal of MLP sensor 74.Under automatic shift mode, automatic transmission 10 can be by speed change to driving forwards one chosen in the position " 1st " to " 8th ".

Electric control device 90 judges whether automatic transmission 10 should be from the gear speed change of current foundation.This judgement is made based on the operation amount Acc of detected vehicle velocity V and accelerator pedal 50 and according to the speed change boundary line collection of illustrative plates that concerns between the operation amount Acc that is stored in expression vehicle velocity V among the ROM and accelerator pedal 50.An example of speed change shown in Figure 6 boundary line collection of illustrative plates.Speed change boundary line collection of illustrative plates is determined to be, when detected vehicle velocity V reduces under the setting value of accelerator operation amount Acc, or when increasing under the setting value of detected accelerator operation amount Acc in vehicle velocity V, automatic transmission 10 lowers category to increase speed ratio, as seen from Figure 6.The selected gear that should speed change arrives according to automatic transmission 10, be included in suitable solenoid valve among the linear solenoid valve SL1-SL6 in the hydraulic control unit 98 be energized and cut off the power supply with engage and releasing clutch C and break B in suitable clutch/brake and set up described selected gear, the electric current that the while will be applied in the gear shifting operation process of automatic transmission 10 on the suitable linear solenoid valve SL1-SL6 is controlled to regulate the hydraulic pressure of the suitable clutch/brake among clutch C and the break B.Promptly, suitable linear solenoid valve SL1-SL6 be energized and cut off the power supply with engage and releasing clutch C and break B in suitable clutch/brake, with based on the operation amount Acc of actual vehicle speed V and accelerator pedal 50 and according to speed change boundary line collection of illustrative plates with automatic transmission 10 speed changes to one that drives forwards in the gear " 1st " to " 8th ".It should be noted that the operation amount Acc available section valve opening angle θ of vehicle velocity V and accelerator pedal 50 _TH, air inflow Q and vehicle institute track the gradient replace.

The speed change boundary line collection of illustrative plates of Fig. 6 is represented shift-up boundary line with solid line, dots shift-down boundary line.When the practical operation amount Acc (%) of accelerator pedal 50 had been positioned at setting value place on the horizontal linear and keeps constant, whether the point by judging expression actual vehicle speed V moved along described horizontal linear and strides across any shift-down boundary line or shift-up boundary line (each bar in shift-down boundary line or the shift-up boundary line is a series of critical speed change point Vs that automatic transmission 10 should speed change that makes of vehicle velocity V) to make automatic transmission 10 are the judgements that should lower category or upgrade.In other words, these critical speed change point Vss corresponding with the different value of the operation amount Acc of accelerator pedal 50 are stored among the ROM.It should be noted that the shift-up boundary line of speed change boundary line collection of illustrative plates shown in Figure 6 and shift-down boundary line are corresponding to driving forwards gear " 1st " to " 6th " in the gear " 1st " to " 8th ".

Refer back to the hydraulic circuit diagram of Fig. 7, show the linear solenoid valve SL1-SL6 and the hydraulic actuator (oil hydraulic cylinder) 34,36,38,40,42 and 44 that is used for clutch C1-C4 and break B1, B2 of hydraulic control unit 98.Hydraulic actuator 34-44 has the hydraulic pressure of being regulated based on the line pressure PL that supplies with from hydraulic power 46 by corresponding linear solenoid valve SL1-SL6.Hydraulic power 46 is provided with the mechanical oil pump 48 (shown in Fig. 1) that is driven by motor 30 and can works and acts on the modulating valve of the Load Regulation line pressure PL on the motor 30 with basis.Linear solenoid valve SL1-SL6 is textural basic identical each other, and independently of one another by electric control device 90 (shown in Fig. 4) control (energising and outage), with the hydraulic pressure of regulator solution hydraulic actuator 34-44 independently of one another.When the so-called clutch of carrying out automatic transmission 10 moved to clutch speed varying, suitable two joint elements of selecting from clutch C and break B were engaged simultaneously and are discharged.For example, when the shift-down action carried out from the 5th gear " 5th " to fourth speed position " 4th ", as shown in the table of Fig. 2, second clutch C2 is released, and the while, four clutches C4 was released.In this case, instantaneous hydraulic pressure and four clutches C4 the instantaneous hydraulic pressure in its joint action process of second clutch C2 in its release movement process suitably is controlled to the speed change impact that reduces automatic transmission 10.

The clutch of automatic transmission 10 to clutch speed varying action (this gear shifting operation will before gear shifting operation, set up the first gear G1 change into the second gear G2) thus be to be engaged the first joint element C that sets up the first gear G1 by discharging _G1And engage simultaneously in order to newly to set up the second joint element C of the second gear G2 _G2Carry out.For example, from first gear " 1st " to the shift-up action of second gear " 2nd ", overrunning clutch F1 is corresponding to the first joint element C _G1, and the first break B1 is corresponding to the second joint element C _G2Under first gear " 1st ", first clutch C1 and overrunning clutch F1 are placed in jointing state.Under second gear " 2nd ", the first clutch C1 and the first break B1 are placed in jointing state.In the clutch of controlling according to prior art moves to clutch speed varying, remove the first and second joint element C _G1, C _G2Outside and do not relate to clutch to the joint element of clutch speed varying action from the beginning of gear shifting operation be retained as releasing state the finish time.But, in the clutch speed varying action,, promptly, remove the first and second joint element C from the time of the zero hour to finish time of gear shifting operation of gear shifting operation in order to shorten the required speed change time of automatic transmission 10 at the clutch of controlling according to present embodiment _G1, C _G2Outside one of joint element temporary transient entering part jointing state or slipping state in the gear shifting operation process.Hereinafter will describe solenoidoperated cluthes this aspect in detail to the clutch speed varying action.

With reference to the functional block diagram of Fig. 8, will the major control function of electric control device 90 be described.Electric control device 90 comprises gear-shift command portion 110, higher gear joint element selection portion 112, gear shift stage detection unit 116, speed change progress detection unit 118 and speed Control portion 120.Gear-shift command portion 110 is configured to judge the gear shifting operation that whether should carry out automatic transmission 10 based on the operation amount Acc of actual vehicle speed V and accelerator pedal 50 and according to stored speed change boundary line collection of illustrative plates for example shown in Figure 6, and produces in order to carry out the gear-shift command of this gear shifting operation when having obtained sure judgement.As the first gear C before gear shifting operation _G1Be that vehicle velocity V is elevated to " b " point and surpasses from " a " point shown in Figure 6 and is used to make automatic transmission 10 to upgrade to the speed change point V of second gear " 2nd " from first gear " 1st " under the situation of first gear " 1st " _1-2The time, the gear-shift command that gear-shift command portion 110 produces in order to the shift-up action from first gear " 1st " to second gear " 2nd " of carrying out automatic transmission 10.The gear shifting operation that begins according to described gear-shift command is finished or when having finished, gear-shift command portion 110 stops the generation of gear-shift command when gear shift stage detection unit 116 (back description) is judged to be.

Higher gear joint element selection portion 112 is configured to select at least one higher gear joint element, and each higher gear joint element all is that desire will be engaged the joint element with the higher gear of setting up automatic transmission 10.The higher gear joint element is before the shift-up action of carrying out according to the gear-shift command that is produced by gear-shift command portion 110 and be placed in releasing state afterwards, and is will be by the high higher gear of the second gear G2 of gear shifting operation foundation than desire.Can understand, each higher gear joint element all is a plurality of joint element (C that are included in the gear shifting operation of being arranged to carry out automatic transmission 10, B, F) in and before the gear shifting operation of carrying out according to the gear-shift command of current generation and be placed in the joint element of the specific controlled of complete releasing state afterwards.In other words, the higher gear joint element is to remove the first and second joint element C _G1, C _G2Outside and be engaged to set up joint element than the first and second gear G1, gear that G2 is high.For example, when gear-shift command portion 110 produces the gear-shift command of carrying out the shift-up action from first gear " 1st " to second gear " 2nd ", in the higher gear joint element of higher gear joint element selection portion 112 selection second clutch C2, three-clutch C3 and four clutches C4 form at least one, for example, only select four clutches C4 as the higher gear joint element, with the control load of the higher gear joint element control device 122 that reduces speed Control portion 120 (back description).

Gear shift stage detection unit 116 is configured to judge the current generation of the gear shifting operation that begins according to gear-shift command of automatic transmission 10, for example, and the torque phase of gear shifting operation or inertia phase.That is, gear shift stage detection unit 116 judges whether gear shifting operation has entered for example torque phase or inertia phase.

Gear shift stage detection unit 116 is to judge the current generation of gear shifting operation to the mode commonly known in the art of clutch speed varying action about clutch.Whether in detail, gear shift stage detection unit 116 judges whether the gear shifting operation that begins according to the gear-shift command that is produced by gear-shift command portion 110 has proceeded to torque phase or inertia phase, that is, entered or begin torque phase or inertia phase.More particularly, gear shift stage detection unit 116 after gear-shift command produces constantly through measurement time surpassed with the beginning of torque phase or be judged to be gear shifting operation when entering constantly corresponding predetermined threshold time span and entered torque phase, and be judged to be during as yet above described predetermined threshold time span before gear shifting operation is in torque phase in described measurement time.Described threshold time length be from begin to produce gear-shift command the time be carved into the time span that desire will be engaged the moment that has been eliminated with the mechanical clearance in the joint element of setting up the second gear G2, described mechanical clearance is to be eliminated by applying the degree that low standby pressure reaches the nominal torque capacity of not setting up described joint element for the response that improves joint action to described joint element.This threshold time length that obtains by test is known in about the prior art of clutch to the clutch speed varying action.Above-mentioned nominal torque capacity is can be by described joint element or the peak torque of transmitting by described joint element, and will be applied to the command control pressure of described joint element corresponding to desire, promptly increases along with the rising of command control pressure.

Gear shift stage detection unit 116 is configured to also judge whether the torque phase that has begun finishes, judges promptly whether gear shifting operation has entered or begin inertia phase.In detail, gear shift stage detection unit 116 is judged by the turbo speed sensor 76 detected turbine trip speed Nt (rotational speed N of the rotating speed=input shaft 22 of the turbine blade of torque-converters 32 _IN) whether change owing to the gear shifting operation of automatic transmission 10.When being judged to be turbine trip speed Nt when having changed, the torque phase that gear shift stage detection unit 116 is judged to be gear shifting operation has finished and inertia phase begins.

Gear shift stage detection unit 116 is configured to also judge whether the inertia phase that has begun finishes.In detail, gear shift stage detection unit 116 judges whether the variation of the turbine trip speed Nt that the gear shifting operation owing to automatic transmission 10 produces finishes, judge that promptly whether input shaft 22 synchronously rotates with rotatablely moving of output shaft 24, and whether the speed of input shaft 22 influenced by vehicle velocity V.When the variation that is judged to be turbine trip speed Nt had finished, gear shift stage detection unit 116 is judged to be inertia phase to be finished.Be judged to be the moment that inertia phase finishes, or the moment after after this having passed through required short time that rotatablely moves synchronously of confirming input shaft 22 and output shaft 24, the gear shifting operation that gear shift stage detection unit 116 is judged to be automatic transmission 10 has been accompanied by input shaft 22 and rotatablely moving synchronously of output shaft 24 and has finished.

Speed change progress detection unit 118 is configured to judge whether the progress degree PG of the gear shifting operation of automatic transmission 10 has reached predetermined targeted degree PG1 (hereinafter being called " target shift speed progress degree PG1 "), judges promptly whether progress degree PG is higher than target shift speed progress degree PG1.Progress degree PG can use from the ratio of zero hour of gear shifting operation elapsed time with the cumulative time of gear shifting operation, or the expression recently from the total variation of the zero hour to finish time of gear shifting operation of the variable quantity from zero hour of gear shifting operation to current time of turbine trip speed Nt and turbine trip speed Nt.Speed change progress detection unit 118 is configured to judge whether turbine trip speed Nt has reached threshold value N1t, and the progress degree PG that is judged to be gear shifting operation when turbine trip speed Nt has reached threshold value N1t or has been higher than threshold value N1t has reached target shift speed progress degree PG1.In the present embodiment, target shift speed progress degree PG1 is determined to be and makes the progress degree PG of gear shifting operation reach target shift speed progress degree PG1 in the finish time of the inertia phase of gear shifting operation, the finish time that the threshold value N1t of turbine trip speed Nt is based on gear shifting operation (preferably, the zero hour of inertia phase) the turbine trip speed Nt and the finish time of gear shifting operation are (preferably, the finish time of inertia phase) turbine trip speed Nt is and definite, and described turbine trip speed is determined by the vehicle velocity V and the second gear G2.Be determined to be at threshold value N1t and make under the situation that speed change progress detection unit 118 obtains to judge certainly when 40% of the inertia phase of the shift-up action of automatic transmission 10 is finished, for example, threshold value N1t is confirmed as Nts-(Nts-Nte) * 0.4, wherein " Nts " represents the inertia phase turbine trip speed of the zero hour, and " Nte " represents the inertia phase turbine trip speed Nt of the finish time.Speed change progress detection unit 118 judges whether turbine trip speed Nt have dropped under the threshold value N1t in shift-up action, and the progress degree PG that is judged to be shift-up action under turbine trip speed has dropped to threshold value N1t the time has reached or is higher than target shift speed progress degree PG1.Target shift speed progress degree PG1 is specified to by test and makes progress degree PG reach target shift speed progress degree PG1 when the torque variation of output shaft 24 finishes, and described torque changes when inertia phase begins, says so more accurately and impact appearance as speed change in inertia phase soon after the zero hour.

Speed Control portion 120 is configured to control hydraulic control unit 98 to carry out clutch to the clutch shift-up action according to the gear-shift command that is produced by gear-shift command portion 110, is used for by discharging the first joint element C _G1(discharge side engagement element C _G1) and engage the second joint element C simultaneously _G2(engage side joint element C _G2) control shift-up action from the first gear G1 to the second gear G2.The above-mentioned higher gear joint element control device 122 of speed Control portion 120 is configured to control at least one in the higher gear joint element of being selected by higher gear joint element selection portion 112, make each chosen higher gear joint element during the gear shifting operation (shift-up action) of automatic transmission 10, temporarily be placed in part and engage or slipping state (not being in complete jointing state), so that described higher gear joint element has torque capacity.Discussed in more detail below, speed Control portion 120 (higher gear joint element control device 122) is by changing the first joint element C _G1, the second joint element C _G2Control the first joint element C synchronously with one another with the command control pressure (command quantity of electric current) of higher gear joint element _G1Release movement, the second joint element C _G2Joint action and the action of skidding of higher gear joint element.

Gear shift stage decision maker 116 is judged to be shift-up action when not entering torque phase as yet when producing the gear-shift command of the shift-up action of carrying out automatic transmission 10 in gear-shift command portion 110, and speed Control portion 120 is with the second joint element C _G2(engage side joint element C _G2) the command control pressure P _G2(instruction activating pressure P _G2) be increased to predetermined low standby pressure to eliminate the second joint element C _G2In mechanical clearance and can not set up the second joint element C _G2The degree of nominal torque capacity improve the response of joint action.Similarly, gear shift stage detection unit 116 is judged to be shift-up action when not entering torque phase as yet when producing the gear-shift command of carrying out shift-up action in gear-shift command portion 110, and higher gear joint element control device 122 is with the command control pressure P of higher gear joint element _GH(instruction activating pressure P _GH) be increased to and hang down standby pressure.Before command control pressure remains predetermined low standby pressure, speed Control portion 120 and the higher gear joint element control device 122 initial second joint element C that carry out thereof _G2With comparatively fast or fast raising of the command control pressure of higher gear joint element to reach than the high value of this low standby pressure.

During torque phase (it begins and finish to be detected by gear shift stage detection unit 116), speed Control portion 120 makes the second joint element C _G2The command control pressure P _G2Raise increasing torque capacity with set rate from low standby pressure, as the clutch of controlling according to prior art to clutch speed varying in.But, higher gear joint element control device 122 during whole torque phase with the command control pressure P of higher gear joint element _GHRemain on predetermined low standby pressure.

Shift-up action has entered or when beginning inertia phase, speed Control portion 120 is with predetermined first rate Δ P1 when gear shift stage detection unit 116 after this is judged to be _UPThe second joint element C further raises _G2The command control pressure P _G2(in torque phase, being raised), and higher gear joint element control device 122 makes the command control pressure P of higher gear joint element _GHFrom the rising speed Δ P1 of low standby pressure to be scheduled to _HRaise, to increase the torque capacity of higher gear joint element.That is to say the higher gear joint element control device 122 command control pressure P that raises in the zero hour of the inertia phase of the shift-up action of automatic transmission 10 _GH, so that the higher gear joint element can have torque capacity.

When the progress of speed change after this detection unit 118 is judged to be the progress degree PG that begins the back gear shifting operation in inertia phase when having reached target shift speed progress degree PG1, speed Control portion 120 is with the second predetermined speed Δ P2 _UPThe second joint element C raises _G2The command control pressure P _G2, and higher gear joint element control device 122 stops with rising speed Δ P1 _HThe command control pressure P of rising higher gear joint element _GH, and with predetermined changing down Δ P2 _HReduce the command control pressure P _GH, to reduce the torque capacity of higher gear joint element.

When the inertia phase that is judged to be shift-up action when gear shift stage detection unit 116 had after this finished, speed Control portion 120 stopped with the second speed Δ P2 _UPThe second joint element C raises _G2The command control pressure P _G2, and with the command control pressure P _G2Remain on currency, and higher gear joint element control device 122 stops with changing down Δ P2 _HReduce the command control pressure P _GH, and with the command control pressure P _GHRemain on currency or than the low value of low standby pressure.

When gear shift stage detection unit 116 after this is judged to be input shaft 22 and output shaft 24 beginnings when rotatablely moving synchronously, speed Control portion 120 is with the second joint element C _G2The command control pressure P _G2Be increased to predetermined speed change fast and finish pressure, promptly be placed in the second joint element C of complete jointing state _G2Activating pressure, and higher gear joint element control device 122 is with the command control pressure P of higher gear joint element _GHBe reduced to zero apace, to discharge the higher gear joint element fully.

The torque T of output shaft 24 during the gear shifting operation (shift-up action) of automatic transmission 10 _OUT(hereinafter be called " output shaft torque T _OUT") the desired value of rate of change and the desired value of the rate of change (the variation delta Nt of turbine trip speed Nt time per unit; hereinafter be called " turbine trip speed rate of change Δ Nt ") of turbine trip speed Nt determine at each gear shifting operation by experiment; so that shorten the required speed change time; reduce speed change simultaneously and impact, thereby improve the driving comfortability of vehicle.As the control second joint element C _G2The command control pressure P _G2Command control pressure P with the higher gear joint element _GHParameter, above-mentioned first rate Δ P1 _UP, the second speed Δ P2 _UP, rising speed Δ P1 _HWith changing down Δ P2 _HMotion equation according to the rotatable member of automatic transmission 10 is determined, so that set up output shaft torque T _OUTThe desired value of rate of change and the desired value of the rate of change of turbine trip speed Nt.Especially, the rising speed Δ P1 that is used for the higher gear joint element _HWith changing down Δ P2 _HBe determined to be and make by this joint element being placed slipping state (incomplete jointing state) make this joint element can have torque capacity.Therefore, speed Control portion 120 and higher gear joint element control device 122 are with the second joint element C _G2The command control pressure P _G2Command control pressure P with the higher gear joint element _GHThe i.e. second joint element C _G2Be controlled to be each other in predetermined relationship respectively with the torque capacity of higher gear joint element, so that during the inertia phase of shift-up action, obtain output shaft torque T _OUTThe desired value of rate of change and the desired value of the rate of change of turbine trip speed Nt.For example, for the shift-up action from first gear " 1st " to second gear " 2nd ", speed Control portion 120 and 122 controls of higher gear joint element control device are as the second joint element C _G2The command control pressure P of the first break B1 _B1Command control pressure P with the four clutches C4 that is used as the higher gear joint element _C4Thereby, by the output shaft torque T of following The Representation Equation _OUTBe controlled as above-mentioned desired value with turbine trip speed rate of change Nt by following The Representation Equation.

T _OUT＝(0.0688)×Tt+(3.1493)×Tb1+(3.0805)×Tcd............(1)

ΔNt＝(6.3685)×Tt(-7.6334)×Tb1×(-014.0019)×Tcd............(2)

In above-mentioned equation (1) and (2), " Tt ", " Tb1 " and " Tc4 " represent respectively runner torque be the torque of input shaft 22, by the first break B1 torque transmitted with by four clutches C4 torque transmitted.Equation (1) and (2) are released by the rotatable member of automatic transmission 10 motion equation during from first gear " 1st " to the shift-up action of second gear " 2nd ".In equation (2), the coefficient of torque " Tb1 " and " Tc4 " is a negative value, and turbine trip speed rate of change Δ Nt is along with increasing along negative direction by the increase of the first break B1 torque transmitted Tb1 with by the increase of four clutches C4 torque transmitted Tc4.That is, the changing down of turbine trip speed Nt increases, and the beginning of the inertia phase of above-mentioned shift-up action and the time between the finish time shorten along with the increase of torque Tb1, Tc4.

When gear-shift command portion 110 produces when carrying out clutches to the gear-shift command of clutch shift-up action, speed Control portion 120 is controlled to this shift-up action, makes the joint element C that wins _G1The release movement and the second joint element C _G2Joint action begin, and at the first and second joint element C _G1, C _G2Be placed in slipping state simultaneously before finally entering release fully and jointing state respectively, as during the clutch of controlling according to prior art moves to clutch speed varying.But, at the first joint element C _G1Under the situation for overrunning clutch F1, for example, the hydraulic pressure of this first joint element is not controlled so as to the shift-up action of execution from first gear " 1st " to second gear " 2nd ", and speed Control portion 120 does not control the release movement of overrunning clutch F1.

Flow chart with reference to Fig. 9 and 10, show the major control work of electric control device 90, that is, and the shift-up action of control automatic transmission 10 from first gear " 1st " to second gear " 2nd ", more specifically, control example is as the second joint element C of the first break B1 form _G2Joint action and the control routine of the action of temporarily skidding of the higher gear joint element of four clutches C4 form.This control routine repeats with big approximate number millisecond to about tens of milliseconds utmost point short cycle.

Control routine begins with the step SA1 corresponding to gear-shift command portion 110, to judge the shift-up action whether automatic transmission 10 should carry out from first gear " 1st " to second gear " 2nd " based on the operation amount Acc of actual vehicle speed V and accelerator pedal 50 and according to the speed change boundary line collection of illustrative plates of Fig. 6.When obtaining to judge certainly in step SA1, promptly when being judged to be the shift-up action that should carry out from first gear " 1st " to second gear " 2nd ", control flow forwards step SA2 to.If obtaining in step SA1 negates to judge, then control program execution cycle finishes.

In step SA2, select four clutches C4 as the higher gear joint element corresponding to higher gear joint element selection portion 112.Four clutches C4 is engaged to set up the 4th and the 6th gear " 4th " and " 6th ", and they are than the first and second gear G1 of first and second gears " 1st " and " 2nd " form, the higher gear that G2 is high.

Behind step SA2, and then carry out step SA3, whether be in the shift-up action of judging automatic transmission 10 and enter before torque phase or the torque phase since first gear " 1st " to second gear " 2nd " corresponding to gear shift stage detection unit 116.More particularly, to after the generation constantly of the gear-shift command of carrying out shift-up action the time span of process measure.When measured time span than with the beginning of torque phase or enter constantly corresponding above-mentioned predetermined threshold value time span in short-term, in step SA3, obtain judgement certainly, promptly be judged to be current gear shifting operation and be in before torque phase begins.In this case, control flow forwards step SA4 to.If obtain in step SA3 negates to judge that then control flow forwards step SA5 to when skipping over step SA4.

In step SA4 corresponding to speed Control portion 120 and higher gear joint element control device 122 thereof, the first break B1 (the second joint element C _G2) the command control pressure P _B1Be raised to above-mentioned predetermined low standby pressure.Simultaneously, the command control pressure P of four clutches C4 (higher gear joint element) _PC4Be raised to above-mentioned predetermined low standby pressure.In the command control pressure with the first break B1 and four clutches C4 was increased to the initial period of low standby pressure, these command control pressure raise fast so that the first break B1 and four clutches C4 temporarily partly engage fast before being retained as low standby pressure.

In same step SA5 next, judge whether the shift-up action from first gear " 1st " to second gear " 2nd " is in the torque phase corresponding to gear shift stage detection unit 116.When elapsed time had surpassed the predetermined threshold value time span after the generation constantly of the measured gear-shift command of carrying out the shift-up action from first gear " 1st " to second gear " 2nd ", the torque phase that is judged to be current shift-up action began.When turbine trip speed Nt's since the reduction that causes of shift-up action or descend when having begun be judged to be torque phase and finish.When current shift-up action was in the torque phase, promptly when obtaining to judge certainly in step SA5, control flow forwarded step SA6 to.When obtaining to negate judgement in step SA5, control flow forwards step SA7 (Figure 10) to.

In step SA6 corresponding to speed Control portion 120, the first break B1 (the second joint element C _G2) the command control pressure P _B1Raise with set rate, to increase the torque capacity of the first break B1, as during the clutch of controlling according to prior art moves to clutch speed varying.During torque phase, the command control pressure P of four clutches C4 (higher gear joint element) _C4Remain on predetermined low standby pressure.

In same step SA7, judge whether current shift-up action is in inertia phase corresponding to gear shift stage detection unit 116.When being judged to be torque phase when having finished, be judged to be inertia phase and begin.When be judged to be turbine trip speed Nt since the decline that shift-up action causes when having finished, be judged to be inertia phase and finish.When current shift-up action was in inertia phase, promptly when obtaining to judge certainly in step SA7, control flow forwarded step SA8 to.When obtaining to negate judgement in step SA7, control flow forwards step SA11 to when skipping over step SA8-SA10.

In step SA8, judge whether the progress degree PG of the shift-up action of automatic transmission 10 has reached predetermined target shift speed progress degree PG1 corresponding to speed change progress detection unit 118.When the turbine trip speed Nt that descends when the inertia phase owing to current shift-up action is lower than with target shift speed progress degree PG1 corresponding threshold N1t, is judged to be progress degree PG and has reached target shift speed progress degree PG1.When the progress degree PG of the shift-up action of automatic transmission portion 10 had reached target shift speed progress degree PG1, promptly when acquisition was judged certainly in step SA8, control flow forwarded step SA10 to.When obtaining to negate judgement in step SA8, control flow forwards step SA9 to.

In step SA9, with above-mentioned predetermined first rate Δ P1 corresponding to speed Control portion 120 and higher gear joint element control device 122 _UPThe first break B1 (the second joint element C raises _G2) the command control pressure P _B1Simultaneously, preferably, and instruction pilot pressure P _B1Rising synchronously, with above-mentioned predetermined rising speed Δ P1 _HThe command control pressure P of four clutches C4 (higher gear joint element) raises _C4Behind step SA9, next carry out step SA11.

In same step SA10, with above-mentioned predetermined first rate Δ P2 corresponding to speed Control portion 120 and higher gear joint element control device 122 _UPThe first break B1 (the second joint element C raises _G2) the command control pressure P _B1Simultaneously, preferably, and instruction pilot pressure P _B1Rising synchronously, with above-mentioned predetermined changing down Δ P2 _HReduce the command control pressure P of four clutches C4 (higher gear joint element) _C4Behind step SA10, next carry out step SA11.The above-mentioned first rate Δ P1 that in step SA9 and SA10, uses _UP, the second speed Δ P2 _UP, rising speed Δ P1 _HWith changing down Δ P2 _HDetermine according to above-mentioned equation (1) and (2), so that set up output shaft torque T _OUTThe predetermined target value of rate of change and the desired value of the rate of change of turbine trip speed Nt.That is to say the command control pressure P of the first break B1 and four clutches C4 _B1, P _C4In step SA9 and SA10, be controlled so as to foundation according to above-mentioned equation (1) and (2) output shaft torque T each other in predetermined relationship _OUTThe desired value of rate of change and the desired value of the rate of change of turbine trip speed Nt.

In same step SA11, judge to confirm rotatablely moving synchronously of input shaft 22 and output shaft 24 corresponding to gear shift stage detection unit 116.In theory, the inertia phase of current shift-up action finishes when rotatablely moving of input shaft 22 and output shaft 24 is identified.But electric control device 90 needs the short time to confirm rotatablely moving synchronously of input shaft 22 and output shaft 24, thereby is identified when rotatablely moving after inertia phase finishes through the short time synchronously.When being identified when rotatablely moving, promptly when obtaining to judge certainly in step SA11, control flow forwards step SA12 to.When obtaining to negate judgement in step SA11, an execution cycle of current control routine finishes.

In same step SA12, with the first break B1 (the second joint element C corresponding to speed Control portion 120 and higher gear joint element control device 122 _G2) the command control pressure P _B1Be increased to predetermined speed change end value immediately, as during the clutch of controlling according to prior art moves to clutch speed varying.Simultaneously, preferably, and instruction pilot pressure P _B1To the rising of speed change end value synchronously, with the command control pressure P of four clutches C4 (higher gear joint element) _C4Be reduced to zero immediately so that four clutches C4 enters complete releasing state.When the first break B1 along with the command control pressure P _B1Be raised to the speed change end value and be placed in complete jointing state, while four clutches C4 along with the command control pressure P _C4Vanishing and when being placed in complete releasing state, the shift-up action from first gear " 1st " to second gear " 2nd " finishes or finishes, and gear-shift command is cancelled.

For the shift-up action from first gear " 1st " to second gear " 2nd ", overrunning clutch F1 (it is not the hydraulic operation joint element) is the first joint element C _G1, overrunning clutch F1 is not hydraulically controlled and becomes to enter complete releasing state.

Next with reference to the sequential chart of Figure 11 and 12, to the shift-up action of the automatic transmission of controlling according to present embodiment 10 be described, wherein compare with the identical shift-up action of controlling according to prior art (wherein the higher gear joint element is not temporarily placed slipping state to make this joint element can have torque capacity), selected higher gear joint element is temporarily placed slipping state so that this joint element can have torque capacity.The sequential chart of Figure 11 illustrates the shift-up action of controlling according to prior art from first gear " 1st " to second gear " 2nd ", and wherein four clutches C4 (higher gear joint element) is in the command control pressure P _C4Be retained as under the zero situation and remain on complete releasing state; And the sequential chart of Figure 12 illustrates the identical shift-up action of controlling according to present embodiment, and wherein four clutches C4 (higher gear joint element) is in the command control pressure P _C4Under situation about temporarily being raise during the shift-up action, temporarily be placed in slipping state.In these sequential charts, by showing turbine trip speed Nt, the first break B1 (the second joint element C in proper order from the top towards the description of bottom _G2) the command control pressure P _B1, four clutches C4 (higher gear joint element) the command control pressure P _C4With output shaft torque T _OUT

Moment t in Figure 11 and 12 _A1, produce the gear-shift command of carrying out shift-up action from first gear " 1st " to second gear " 2nd ".In the shift-up action of controlling according to present embodiment shown in Figure 12, when gear-shift command produces, in the step SA1 of Fig. 9, obtain to judge certainly, thereby execution in step SA4 is with at moment t _A1The command control pressure P of the quick first break B1 that raises _B1, so that the first break B1 is temporarily partly engaged apace, then with the command control pressure P _B1Be increased to low standby pressure.At moment t _A1After during through the short time, the command control pressure P of four clutches C4 _C4Raise fast so that four clutches C4 is temporarily partly engaged apace, be increased to low standby pressure then.In the shift-up action of controlling according to prior art shown in Figure 11, at moment t _A1The command control pressure P of the quick first break B1 that raises _B1, so that the first break B1 is temporarily partly engaged apace, then with the command control pressure P _B1Be increased to low standby pressure, as in the present embodiment of Figure 12.But, the command control pressure P of four clutches C4 _C4Remain on zero.According to the present embodiment of Figure 12, the command control pressure P of carrying out for the temporary transient quick fraction joint of four clutches C4 _C4Quick rising with respect to moment t _A1Postponed the short time.This postpones not necessarily, that is, the quick rising of carrying out for the temporary transient quick fraction joint of four clutches C4 also can be at moment t _A1Beginning.

Moment t in Figure 11 and 12 _A2, at moment t _A1After passed through the predetermined threshold value time span, and in according to the step SA5 of Fig. 9 of present embodiment, obtain to judge certainly, thereby execution in step SA6 is with at moment t _A2The command control pressure P of the first break B1 a little raises _B1, then with set rate rising command control pressure P _B1Equally, according to prior art, the command control pressure P of the first break B1 _B1At moment t _A2Raise a little, raise with set rate then, as in the present embodiment.Shown in Figure 11 and 12, output shaft torque T _OUTFrom moment t _A2The period of beginning is interior along with the command control pressure P _B1Rising and reduce.At moment t _A1The moment t that begins with inertia phase _A3Between period in, in the mode identical, according to the present embodiment control command pilot pressure P of Figure 12 with the prior art of Figure 11 _B1Therefore, according to the present embodiment of Figure 12 at moment t _A1, t _A3Between the command control pressure P _B1The control pattern identical with the prior art of Figure 11.

Moment t in Figure 11 and 12 _A3, turbine trip speed Nt begins to descend, and the torque phase of shift-up action finishes, thereby obtains to judge certainly in the step SA7 according to Figure 10 of present embodiment.Because at moment t _A3Obtaining in step SA8 negates to judge, so according to present embodiment execution in step SA9.Therefore, at moment t _A3Beginning is with predetermined first rate Δ P1 _UPRising command control pressure P _B1And with predetermined rising speed Δ P1 _HRising command control pressure P _C4In the prior art of Figure 11, from moment t _A3The beginning inertia phase during with set rate rising command control pressure P _B1Shown in Figure 11 and 12, lowered output shaft torque T _OUTAt moment t _A3After raise fast immediately.The speed change that it should be noted that automatic transmission 10 is impacted along with output shaft torque T _OUTQuick rise T _SKThe increase of (shown in Figure 11 and 12) and increasing.

Moment t in Figure 12 _A3', the progress degree PG of the shift-up action of automatic transmission 10 reaches target shift speed progress degree PG1, be that turbine trip speed Nt has been reduced in the reduction process and target shift speed progress degree PG1 corresponding threshold N1t, thereby in the step SA8 of Figure 10, obtain to judge certainly, and according to present embodiment execution in step SA10.Therefore, from moment t _A3' the beginning period in, the command control pressure P of the first break B1 _B1With the second predetermined speed Δ P2 _UPRaise, simultaneously the command control pressure P of four clutches C4 _C4With predetermined changing down Δ P2 _HReduce.In the present embodiment of Figure 12, at moment t _A3' output shaft torque T before _OUTDescribed amount T fast raises _SKThat is to say, at output shaft torque T _OUT(take place immediately after the zero hour of inertia phase, and produce the speed change impact) the back turbine trip speed Nt that raises fast has been reduced to threshold value N1t.

Moment t in Figure 11 and 12 _A4, because the turbine trip speed Nt that the joint action of the first break B1 and four clutches C4 reduces begins to be subjected to the influence of vehicle velocity V, promptly the inertia phase of shift-up action finishes, thus output shaft torque T _OUTUnder the non-slip situation of the first break B1 at moment t _A4Be reduced to the speed change end value.At moment t _A4, judge certainly that in according to the step SA7 of Figure 10 of present embodiment becoming negates to judge, thereby from moment t _A4Command control pressure P in the period of beginning _B1, P _C4Be maintained at currency, as shown in figure 12.In the prior art, from moment t _A4Command control pressure P in the period of beginning _B1Remained on currency similarly.

Moment t in Figure 11 and 12 _A5, rotatablely moving synchronously of input shaft 22 and output shaft 24 is identified, and obtains to judge certainly in the step SA11 of Figure 10, thereby according to present embodiment execution in step SA12, command control pressure P thus _B1At moment t _A5Be increased to the speed change end value fast, simultaneously the command control pressure P _C4At moment t _A5Be reduced to zero fast.Equally, in the prior art of Figure 11, the command control pressure P _B1At moment t _A5Be increased to the speed change end value fast.

The coefficient that is used in the above-mentioned equation (1) by the first break B1 and four clutches C4 torque transmitted Tb1 and Tc4 is respectively 3.1493 and 3.0805 respectively, and they almost are equal to each other, thereby torque Tb1, Tc4 are considered to output shaft torque T _OUTHave influence much at one, and therefore to output shaft torque T _OUTQuick rise T _SK(shown in Figure 11 and 12) have influence much at one.On the other hand, in above-mentioned equation (2), the coefficient by the first break B1 torque transmitted Tb1 is-7.6334, and is-14.0019 by the coefficient of four clutches C4 torque transmitted Tc4, and the twice of coefficient that its absolute value is about torque Tb1 is big.Therefore, from first gear " 1st " to the shift-up action of second gear " 2nd ", the torque transmitted value Tc4 of institute makes turbine trip speed Nt be about the torque transmitted Tb1 of institute with absolute value the high speed Δ Nt of twice of the speed Δ Nt that turbine trip speed Nt reduces is reduced.For this reason, the present embodiment of Figure 12 is configured to, and makes at moment t _A3And t _A4Between inertia phase in the torque capacity of the first break B1 than medium and small according to above-mentioned equation (1) amount corresponding with the torque capacity of four clutches C4 in the prior art (wherein four clutches C4 remains on complete releasing state in inertia phase) of Figure 11.Although the quick rise T of the speed change impact degree of expression automatic transmission 10 _SKBasic identical in the prior art of the present embodiment of Figure 12 and Figure 11, but present embodiment is arranged to four clutches C4 is placed slipping state so that four clutches C4 can have the torque transmitted value Tc4 of institute, thereby turbine trip speed Nt in the present embodiment of Figure 12 to be reduced to the speed change end value than speed high in the prior art of Figure 11, promptly, with in the prior art of Figure 11, compare, the duration of inertia phase shortens in the present embodiment of Figure 12.Therefore, and in the prior art of Figure 11, compare, in the present embodiment of Figure 12 from moment t _A1To moment t _A5Required speed change time shorten.

The joint element that is arranged such that at least one specific controlled of higher gear joint element (by the selected four clutches C4 of higher gear joint element selection portion 112) form according to the higher gear joint element control device 122 of present embodiment setting can have torque capacity during the gear shifting operation of carrying out according to the gear-shift command of current generation (shift-up action).As from the coefficient of the transmitting torque value Tb1 of institute, Tc4 as seen, the torque capacity of higher gear joint element (C4) will be engaged to carry out the second joint element C of shift-up action according to gear-shift command than desire _G2(B1) the rate of change Δ Nt to the turbine trip speed Nt of vehicle automatic transmission 10 has bigger influence, thereby the situation that can not have torque capacity with the joint element of specific controlled is compared, the joint element that can have the specific controlled of torque capacity can be changed into turbine trip speed Nt the corresponding speed change end speed of setting up with vehicle automatic transmission 10 of gear more quickly after shift-up action, and the speed change of vehicle automatic transmission 10 impact is simultaneously reduced as in these cases effectively, can shorten effectively thus and finish the required time of shift-up action.

Be arranged such that also that according to the higher gear joint element control device 122 of present embodiment the higher gear joint element of engaged four clutches C4 form can carry out the higher gear that gear shifting operation arrives fourth speed position " 4th " form higher than the gear of being set up by the shift-up action of automatic transmission 10 (from first gear " 1st " to second gear " 2nd ") (second gear " 2nd "), the situation that can not have torque capacity with the higher gear joint element is compared, finishing the required time of shift-up action can be shorter, and speed change is impacted and can be reduced effectively as in these cases simultaneously.

Higher gear joint element speed Control portion 122 according to present embodiment also is configured to, and when the progress degree PG that is judged to be shift-up action at speed change progress detection unit 118 had reached predetermined target shift speed progress degree PG1, beginning was with predetermined changing down Δ P2 _HReduce the command control pressure P of higher gear joint element (C4) _GHTo reduce torque capacity.Like this, not long ago beginning to be reduced to zero situation with torque capacity in the finish time of shift-up action compares, the torque capacity of higher gear joint element is reducing during the shift-up action and vanishing when shift-up action finishes slowlyer, thereby the unsuitable control timing to the torque capacity of higher gear joint element that will take place during shift-up action will reduce the adverse effect that shift-up action produces.

Also be arranged such that the command control pressure P of higher gear joint element (C4) according to the higher gear joint element control device 122 of present embodiment _GHBe raised so that the higher gear joint element can side by side have torque capacity with the zero hour of the inertia phase of automatic transmission 10, thereby the torque capacity of higher gear joint element can be produced effectively to shorten the required speed change time of automatic transmission 10.In this regard, should note when the command control pressure P _GHHigher gear joint element (C4) does not have torque capacity when being maintained at predetermined low standby pressure.For the first and second joint element C _G1, C _G2The command control pressure P _G1, P _G2Also be like this.

Higher gear joint element control device 122 according to present embodiment also is configured to, and makes the higher gear joint element pass through to discharge the first joint element C in automatic transmission 10 _G1With the joint second joint element C _G2And carry out from the first gear G1 to the shift-up action of the second gear G2 during can have torque capacity, more specifically, by discharge overrunning clutch F1 and engage that the first break B1 carries out from first gear " 1st " to the shift-up action of second gear " 2nd " during can have torque capacity.Like this, the situation that can not have torque capacity with the joint element of specific controlled is compared, the higher gear joint element (C4) that can have torque capacity can change to the rotating speed of the input shaft 22 of automatic transmission 10 the corresponding speed change end value of setting up in the back that upgrades with automatic transmission 10 of second gear more quickly, and simultaneously the speed change of automatic transmission 10 is impacted and is reduced effectively as in these cases, finishes the required time of shift-up action thus can shorten effectively.

Higher gear joint element control device 122 according to present embodiment also is configured to by temporarily placing slipping state or part jointing state to make the higher gear joint element can have torque capacity higher gear joint element (C4) during the shift-up action of automatic transmission 10.Therefore, the torque capacity that temporarily is placed in the higher gear joint element of slipping state can suitably be adjusted to and be suitable for shortening the value that speed change that the 10 required speed change times of automatic transmission reduce automatic transmission 10 is simultaneously impacted.

Gear shift stage detection unit 118 according to present embodiment is configured to, when the turbine trip speed Nt that reduces along with the progress of shift-up action during the inertia phase in the shift-up action of automatic transmission 10 had been reduced to target shift speed progress degree PG1 corresponding threshold N1t, the progress degree PG that is judged to be shift-up action had reached predetermined target shift speed progress degree PG1.Like this, can judge easily by detecting turbine trip speed Nt whether progress degree PG has reached target shift speed progress degree PG1.

Present embodiment is configured to, make predetermined target shift speed progress degree PG1 be determined to be to make the progress degree PG of shift-up action to change and reach predetermined target shift speed progress degree PG1 after finishing that described torque changes and is to impact as the speed change of automatic transmission 10 soon when inertia phase begins or after the beginning and takes place in the torque of the output shaft 24 of automatic transmission 10.Therefore, when carrying out shift-up action according to the gear-shift command of current generation, required speed change time of automatic transmission 10 can shorten when reducing the influencing of the unsuitable control timing of the torque capacity of higher gear joint element (C4) effectively, and the time for the designated length during the shift-up action temporarily produces torque capacity simultaneously.

An alternative embodiment of the invention will be described.In the following description, will be used to represent components identical with used identical reference character in first embodiment, and not make redundant description.

＜the second embodiment 〉

With reference to the functional block diagram of Figure 13, show major control function according to the electric control device 90 of second embodiment of the invention structure.Gear joint element selection portion 212, speed change progress detection unit 218 and speed Control portion 220 replace the higher gear joint element selection portion 112, speed change progress detection unit 118 and the speed Control portion 120 that are provided with in the middle of comprising according to the electric control device 90 of the present embodiment of Figure 13 in first embodiment shown in the functional block diagram of Fig. 8.Gear joint element control device 222 in the middle of gear-shift command portion 220 comprises.The same with first embodiment of Fig. 8, second embodiment comprises gear shift stage detection unit 116 and gear-shift command portion 110.To this second embodiment's the aspect different with first embodiment only be described.

Gear-shift command portion 110 among this second embodiment also is configured to judge the gear shifting operation that whether should carry out automatic transmission 10 based on the operation amount Acc of actual vehicle speed V and accelerator pedal 50 and according to stored speed change boundary line collection of illustrative plates for example shown in Figure 6, and produces gear-shift command to carry out gear shifting operation when having obtained sure judgement.When in the fourth speed position of automatic transmission 10 " 4th " down the operation amount Acc of accelerator pedal 50 when " c " point shown in Figure 6 increases to " d " point, gear-shift command portion 110 is judged to be the jump shift-down action that should carry out from fourth speed position " 4th " to second gear " 2nd ", and produces gear-shift command to carry out the jump shift-down action from fourth speed position " 4th " to second gear " 2nd " of automatic transmission 10.

Middle gear joint element selection portion 212 is configured to select gear joint element in the middle of at least one, and it is that desire will be engaged with middle the gear of setting up automatic transmission 10 and before according to the shift-down action of the gear-shift command execution that is produced by gear-shift command portion 110 and be placed in the joint element of releasing state afterwards.The gear that middle gear is set up before described shift-down action and between the gear of setting up after the described shift-down action, and be than low gear of the gear of before shift-down action, setting up and the gear higher than the gear of after shift-down action, setting up.Can understand, the same with the higher gear joint element among first embodiment, middle gear joint element also is a plurality of joint element (C that are included in the gear shifting operation of being arranged to carry out automatic transmission 10, B, F) in and before the gear shifting operation of carrying out according to the gear-shift command of current generation and be placed in the joint element of the specific controlled of complete releasing state afterwards.In other words, middle gear joint element is to remove the first and second joint element C _G1, C _G2Outside and be engaged to set up the low and joint element high gear than the second gear G2 than the first gear G1.For example, when gear-shift command portion 110 produces the gear-shift command of carrying out the shift-down action from fourth speed position " 4th " to second gear " 2nd ", gear joint element was as the higher gear joint element in the middle of middle gear joint element selection portion 212 was selected at least one of three-clutch C3 forms, as from the table of Fig. 2 as seen.

Speed change progress detection unit 218 is configured to judge whether the progress degree PG of the gear shifting operation of automatic transmission 10 has reached predetermined targeted degree PGx (hereinafter being called " target shift speed progress degree PGx "), judges promptly whether progress degree PG is higher than target shift speed progress degree PGx.The difference of the speed change progress detection unit 118 among the speed change progress detection unit 218 and first embodiment is that speed change progress detection unit 218 uses target shift speed progress degree PGx to replace target shift speed progress degree PG1.In others, speed change progress detection unit 218 is identical with speed change progress detection unit 118.

PX1 is the same with target shift speed progress degree, and target shift speed progress degree PGx is determined to be and makes the progress degree PG of gear shifting operation reach target shift speed progress degree PGx during the inertia phase of gear shifting operation.But, the difference of target shift speed progress degree PGx and target shift speed progress degree PG1 is that target shift speed progress degree PGx is determined to be and makes progress degree PG reach target shift speed progress degree PGx in the zero hour to the period of the zero hour that rotatablely moves synchronously of the input and output parts of middle gear joint element of inertia phase.In first embodiment, be used to judge that threshold value N1t that whether progress degree PG reached target shift speed progress degree PG1 is determined to be corresponding to target shift speed progress degree PG1 based on the turbine trip speed Nt of the finish time of inertia phase.But in a second embodiment, threshold value N1t is based on synchronous speed Ntm, and promptly the turbine trip speed Nt of the zero hour that rotatablely moves synchronously of the input and output parts of middle gear joint element is determined to be corresponding to target shift speed progress degree PGx.The clutch C or the break B of gear joint element are known in the middle of supposing to be selected as, and then synchronous speed Ntm can be based on before the shift-down action of automatic transmission 10 and the gear of setting up afterwards and the rotational speed N of output shaft 24 _OUTCalculate.

Speed Control portion 220 is configured to control hydraulic control unit 98 to carry out clutch to the clutch shift-down action of jumping according to the gear-shift command that is produced by gear-shift command portion 110, is used for by discharging the first joint element C _G1(discharge side engagement element C _G1) and engage the second joint element C simultaneously _G2(engage side joint element C _G2) control jump shift-down action from the first gear G1 to the second gear G2.The above-mentioned middle gear joint element control device 222 of speed Control portion 220 is configured to control at least one in the middle gear joint element of being selected by middle gear joint element selection portion 212, make each chosen middle gear joint element during the gear shifting operation (shift-down action) of automatic transmission 10, temporarily be placed in part and engage or slipping state (not being in complete jointing state), so that this centre gear joint element has torque capacity.Discussed in more detail below, speed Control portion 220 (middle gear joint element control device 222) is by changing the first joint element C _G1, the second joint element C _G2Control the first joint element C synchronously with one another with the command control pressure (command quantity of electric current) of middle gear joint element _G1Release movement, the second joint element C _G2Joint action and the action of skidding of middle gear joint element.Speed Control portion 220 carries out and speed Control portion 120 similar Control work, and middle gear joint element control device 222 is carried out and higher gear joint element control device 122 similar Control work, is judged to be inertia phase up to gear shift stage detection unit 116 and begins.But, gear joint element in the middle of the Control work of middle gear joint element control device 222 is applied to, and the Control work of higher gear joint element control device 122 is applied to the higher gear joint element.

Gear shift stage detection unit 116 is judged to be that shift-down action has entered or when beginning inertia phase, speed Control portion 220 is with predetermined first rate Δ P1 when producing the gear-shift command of carrying out shift-down action in gear-shift command portion 110 _DNThe second joint element C further raises _G2The command control pressure P _G2(in torque phase, being raised), and middle gear joint element control device 222 makes the command control pressure P of middle gear joint element _GMFrom the rising speed Δ P1 of low standby pressure to be scheduled to _MRaise, with the torque capacity of gear joint element in the middle of increasing.That is to say the middle gear joint element control device 222 command control pressure P that raises in the zero hour of the inertia phase of the shift-down action of automatic transmission 10 _GM, so that middle gear joint element can have torque capacity.

When the progress of speed change after this detection unit 218 is judged to be the progress degree PG that begins the back shift-down action in inertia phase when having reached target shift speed progress degree PGx, speed Control portion 220 is with the second predetermined speed Δ P2 _DNThe second joint element C raises _G2The command control pressure P _G2, and middle gear joint element control device 222 stops with rising speed Δ P1 _MThe command control pressure P of gear joint element in the middle of raising _GM, and with predetermined changing down Δ P2 _MReduce the command control pressure P _GM, with the torque capacity of gear joint element in the middle of reducing.

When the gear-shift command of shift-down action that produce to carry out automatic transmission 10, and in the command control pressure P of middle gear joint element _GMRising begin before, middle gear joint element control device 222 is based on the clutch C of gear in the middle of being selected as or break B, before shift-down action and the gear of setting up afterwards and the rotational speed N of output shaft 24 _OUTCalculate above-mentioned synchronous speed Ntm.During inertia phase, middle gear joint element control device 222 judges whether turbine trip speed Nt has reached the synchronous speed Ntm that is calculated, that is, whether current turbine trip speed Nt has surpassed synchronous speed Ntm.If obtained sure judgement, promptly current turbine trip speed Nt is higher than synchronous speed Ntm, and then middle gear joint element control device 222 is with the command control pressure P _GMBe reduced to than the low value of low standby pressure, for example, make the command control pressure P _GMBe zero.Above-mentioned when judging certainly when obtaining, speed Control portion 220 changes the second joint element C _G2The command control pressure P _G2Rising speed, promptly with predetermined third speed Δ P3 _DNRising command control pressure P _G2

When the inertia phase that is judged to be shift-down action when gear shift stage detection unit 116 had after this finished, speed Control portion 220 stopped with third speed Δ P2 _DNThe second joint element C raises _G2The command control pressure P _G2, and with the command control pressure P _G2Remain on currency, and middle gear joint element control device 222 is with the command control pressure P of middle gear joint element _G2Remain on low standby pressure or than the low value of low standby pressure.

When gear shift stage detection unit 116 after this is judged to be input shaft 22 and output shaft 24 beginnings when rotatablely moving synchronously, speed Control portion 220 is with the second joint element C _G2The command control pressure P _G2Be increased to predetermined speed change fast and finish pressure, promptly be placed in the second joint element C of complete jointing state _G2Activating pressure, and middle gear joint element control device 222 is with the command control pressure P of middle gear joint element _GMBe reduced to zero apace, with gear joint element in the middle of discharging fully.

As among first embodiment, output shaft torque T during the gear shifting operation (shift-down action) of automatic transmission 10 _OUTThe desired value of rate of change and the desired value of the rate of change of turbine trip speed Nt determine at each gear shifting operation by experiment so that shorten the required speed change time, reduce speed change simultaneously and impact, thereby improve the driving comfortability of vehicle.As the control second joint element C _G2The command control pressure P _G2Command control pressure P with middle gear joint element _GMParameter, above-mentioned first rate Δ P1 _DN, the second speed Δ P2 _DN, third speed Δ P3 _DN, rising speed Δ P1 _MWith changing down Δ P2 _MMotion equation according to the rotatable member of automatic transmission 10 is determined, so that set up output shaft torque T _OUTThe desired value of rate of change and the desired value of the rate of change of turbine trip speed Nt.In addition, as among first embodiment, the rising speed Δ P1 of gear joint element in the middle of being used for _MWith changing down Δ P2 _MBe determined to be and make by this joint element being placed slipping state (incomplete jointing state) make this joint element can have torque capacity.

When gear-shift command portion 110 produces when carrying out clutches to the gear-shift command of clutch shift-up action, speed Control portion 220 is controlled to this shift-down action, makes the joint element C that wins _G1The release movement and the second joint element C _G2Joint action begin, and at the first joint element C _G1With the second joint element C _G2Be placed in slipping state simultaneously before finally entering release fully and jointing state respectively, as during the clutch of controlling according to prior art moves to clutch speed varying.

With reference to Figure 14 corresponding and 15 flow chart with Fig. 9 of first embodiment and 10, show major control work according to second embodiment's electric control device 90, promptly, for example control the jump shift-down action of automatic transmission 10 from fourth speed position " 4th " to second gear " 2nd ", more specifically, control the first joint element C of four clutches C4 form _G1Release movement, the second joint element C of the first break B1 form _G2Joint action and the control routine of the action of temporarily skidding of the middle gear joint element of three-clutch C3 form.This control routine repeats with big approximate number millisecond to about tens of milliseconds utmost point short cycle.

This control routine begins with the step SB1 corresponding to gear-shift command portion 110, to judge the jump shift-down action whether automatic transmission 10 should carry out from fourth speed position " 4th " to second gear " 2nd " based on the operation amount Acc of actual vehicle speed V and accelerator pedal 50 and according to the speed change boundary line collection of illustrative plates of Fig. 6.When in step SB1, obtaining to judge certainly, promptly should carry out skidding during shift-down action from fourth speed position " 4th " to second gear " 2nd " when being judged to be, control flow forwards step SB2 to.If obtaining in step SB1 negates to judge, then control routine execution cycle finishes.

In step SB2, select three-clutch C3 as middle gear joint element corresponding to middle gear joint element selection portion 212.Three-clutch C3 is engaged setting up the third gear " 3rd " between fourth speed position " 4th " and second gear " 2nd ", and it is than the low gear of the first gear G1 of fourth speed position " 4th " form and compares the high gear of the second gear G2 of second gear " 2nd " form.

Behind step SB2, and then carry out step SB3, whether be in the shift-down action of judging automatic transmission 10 and enter before torque phase or torque phase begin from fourth speed position " 4th " to second gear " 2nd " corresponding to gear shift stage detection unit 116.More particularly, to after the generation constantly of the gear-shift command of carrying out shift-down action the time span of process measure.When measured time span than with the beginning of torque phase or enter constantly corresponding above-mentioned predetermined threshold value time span in short-term, in step SB3, obtain judgement certainly, promptly be judged to be current jump shift-down action and be in before torque phase begins.In this case, control flow forwards step SB4 to.If obtain in step SB3 negates to judge that then control flow forwards step SB5 to when skipping over step SB4.

In step SB4 corresponding to speed Control portion 220 and middle gear joint element control device 222 thereof, the first break B1 (the second joint element C _G2) the command control pressure P _B1Be raised to above-mentioned predetermined low standby pressure.Simultaneously, the command control pressure P of three-clutch C3 (middle gear joint element) _PC3Be raised to above-mentioned predetermined low standby pressure.In the command control pressure with the first break B1 and three-clutch C3 was increased to the initial period of low standby pressure, these command control pressure raise fast so that the first break B1 and three-clutch C3 temporarily partly engage fast before being retained as low standby pressure.

In same step SB5 next, judge whether the shift-down action from fourth speed position " 4th " to second gear " 2nd " is in the torque phase corresponding to gear shift stage detection unit 116.When elapsed time had surpassed the predetermined threshold value time span after the generation constantly of the measured gear-shift command of carrying out the shift-down action from fourth speed position " 4th " to second gear " 2nd ", the torque phase that is judged to be current shift-down action began.When the rising of the turbine trip speed Nt that causes owing to shift-down action has begun, be judged to be torque phase and finish.When current shift-down action was in the torque phase, promptly when obtaining to judge certainly in step SB5, control flow forwarded step SB6 to.When obtaining to negate judgement in step SB5, control flow forwards step SB7 (Figure 15) to.

In step SB6 corresponding to speed Control portion 220, the first break B1 (the second joint element C _G2) the command control pressure P _B1Raise with set rate, to increase the torque capacity of the first break B1, as during the clutch of controlling according to prior art moves to clutch speed varying.During torque phase, the command control pressure P of three-clutch C3 (middle gear joint element) _C3Remain on predetermined low standby pressure.

In same step SB7, judge whether current shift-down action is in inertia phase corresponding to gear shift stage detection unit 116.When being judged to be torque phase when having finished, be judged to be inertia phase and begin.When the rising that is judged to be the turbine trip speed Nt that causes owing to shift-down action has finished, be judged to be inertia phase and finish.When current shift-down action was in inertia phase, promptly when obtaining to judge certainly in step SB7, control flow forwarded step SBA8 to.When obtaining to negate judgement in step SBA7, control flow forwards step SB14 to when skipping over step SB8-SB13.

In step SB8, judge whether the progress degree PG of the shift-down action of automatic transmission 10 has reached predetermined target shift speed progress degree PGx corresponding to speed change progress detection unit 218.When the turbine trip speed Nt that raises along with the progress of the inertia phase of current shift-down action is higher than with target shift speed progress degree PGx corresponding threshold N1t, is judged to be progress degree PG and has reached target shift speed progress degree PGx.When the progress degree PG of the shift-down action of automatic transmission portion 10 had reached target shift speed progress degree PGx, promptly when acquisition was judged certainly in step SB8, control flow forwarded step SB10 to.When obtaining to negate judgement in step SB8, control flow forwards step SB9 to.

In step SB9, with above-mentioned predetermined first rate Δ P1 corresponding to speed Control portion 220 and middle gear joint element control device 222 _DNThe first break B1 (the second joint element C raises _G2) the command control pressure P _B1Simultaneously, preferably, and instruction pilot pressure P _B1Rising synchronously, with above-mentioned predetermined rising speed Δ P1 _MThe command control pressure P of three-clutch C3 (middle gear joint element) raises _C3Behind step SB9, next carry out step SB14.

In step SB10, judge whether current turbine trip speed Nt is higher than above-mentioned synchronous speed Ntm corresponding to middle gear joint element control device 222.When obtaining to judge certainly in step SB10, promptly when being judged to be current turbine trip speed Nt when being higher than above-mentioned synchronous speed Ntm, control flow forwards step SB12 to.When obtaining to negate judgement in step SB10, control flow forwards step SB11 to.

In same step SB11, with the above-mentioned second predetermined speed Δ P2 corresponding to speed Control portion 220 and middle gear joint element control device 222 _DNThe first break B1 (the second joint element C raises _G2) the command control pressure P _B1Simultaneously, preferably, and instruction pilot pressure P _B1Rising synchronously, with above-mentioned predetermined changing down Δ P2 _MReduce the command control pressure P of three-clutch C3 (middle gear joint element) _C3Behind step SB11, next carry out step SB14.

In step SB12, with the command control pressure P of three-clutch C3 (middle gear joint element) corresponding to middle gear joint element control device 222 _C3Be reduced to low standby pressure or, for example be reduced to zero than the low value of low standby pressure.Behind step SB12, next carry out step SB13.

In same step SB13 corresponding to speed Control portion 220, and instruction pilot pressure P _C3In step SB12, be reduced to low standby pressure or more synchronously low, make the first break B1 (the second joint element C _G2) the command control pressure P _B1Rising speed from the second speed Δ P2 _DNBecome third speed Δ P3 _DNBehind step SB13, next carry out step SB14.

In same step SB14, judge to confirm rotatablely moving synchronously of input shaft 22 and output shaft 24 corresponding to gear shift stage detection unit 116.In theory, the inertia phase of current shift-down action finishes when rotatablely moving of input shaft 22 and output shaft 24 is identified.But electric control device 90 needs the short time to confirm rotatablely moving synchronously of input shaft 22 and output shaft 24, thereby is identified when rotatablely moving after inertia phase finishes through the short time synchronously.When being identified when rotatablely moving, promptly when obtaining to judge certainly in step SB14, control flow forwards step SB15 to.When obtaining to negate judgement in step SB14, an execution cycle of current control program finishes.

In same step SB15, with the first break B1 (the second joint element C corresponding to speed Control portion 220 and middle gear joint element control device 222 _G2) the command control pressure P _B1Be increased to predetermined speed change end value immediately, as during the clutch of controlling according to prior art moves to clutch speed varying.Simultaneously, preferably, and instruction pilot pressure P _B1To the rising of speed change end value synchronously, with the command control pressure P of three-clutch C3 (middle gear joint element) _C3Be reduced to zero immediately so that three-clutch C3 enters complete releasing state.When the first break B1 along with the command control pressure P _B1Be raised to the speed change end value and be placed in complete jointing state, while three-clutch C3 along with the command control pressure P _C3Vanishing and when being placed in complete releasing state, the shift-down action from fourth speed position " 4th " to second gear " 2nd " finishes or finishes, and gear-shift command is cancelled.

From fourth speed position " 4th " to the shift-down action of second gear " 2nd ", with the second joint element C of the first break B1 form _G2Joint action side by side, the first joint element C of four clutches C4 form _G1Discharged fully, as during the clutch of controlling according to prior art moves to clutch speed varying.

Next with reference to the sequential chart of Figure 16 corresponding, with describing the shift-down action of the automatic transmission of controlling according to this second embodiment 10, wherein in the command control pressure P with Figure 12 of first embodiment _C3Under situation about temporarily being raise during the shift-down action, selected middle gear joint element is temporarily placed slipping state, so that this joint element can have torque capacity.In the sequential chart of Figure 16, by showing turbine trip speed Nt, the first break B1 (the second joint element C in proper order from the top towards the description of bottom _G3) the command control pressure P _B1Command control pressure P with three-clutch C3 (middle gear joint element) _C3

In the shift-up action of controlling according to first embodiment, shown in the sequential chart of Figure 12, turbine trip speed Nt reduces in inertia phase.But in the shift-down action of controlling according to second embodiment, shown in the sequential chart of Figure 16, turbine trip speed Nt raises in inertia phase.The sequential chart of Figure 12 shows the command control pressure P of four clutches C4 (higher gear joint element) _C4Variation, the sequential chart of Figure 16 shows the command control pressure P of three-clutch C3 (middle gear joint element) _C3Variation.The sequential chart that it shall yet further be noted that Figure 16 shows not any time moment corresponding t shown in the sequential chart with Figure 12 _B4In others, the sequential chart of Figure 16 is identical with the sequential chart of Figure 12.Only the aspect different with first embodiment of Figure 12 describes among second embodiment to Figure 16.Moment t shown in Figure 16 _B1, t _B2, t _B3, t _B3', t _B5And t _B6Correspond respectively to t shown in Figure 12 _A1, t _A2, t _A3, t _A3', t _A4And t _A5

At moment t shown in Figure 16 _B4, turbine trip speed Nt has been raised to the value higher than synchronous speed Ntm.Therefore, at this moment t _B4, in the step SB10 of Figure 15, obtain to judge certainly, and control flow forwards step SB12 and SB13 to.Therefore, from moment t _B3' beginning period in changing down Δ P2 _MThe command control pressure P of the three-clutch C3 (middle gear joint element) that reduces _C3At moment t _B4Be reduced to low standby pressure (or lower).In addition, from moment t _B3' beginning period in rising speed Δ P2 _DNThe first break B1 (the second joint element C that raises _G2) the command control pressure P _B1Rising speed at moment t _B4From speed Δ P2 _DNBecome third speed Δ P3 _DN

This second embodiment and first embodiment have essentially identical advantage, and have nothing to do with shift-up action and the shift-down action among second embodiment among dissimilar i.e. first embodiments of the gear shifting operation of automatic transmission 10.When turbine trip speed Nt is higher than synchronous speed Ntm in the inertia phase of the shift-down action of automatic transmission 10, according to second embodiment's middle gear joint element control device 222 command control pressure P with middle gear joint element _GMRemain on predetermined low standby pressure (or lower).That is to say, from zero hour of the inertia phase of the shift-down action of automatic transmission 10 in the period in the moment of the beginning that is synchronized with the movement of the input and output parts of middle gear joint element, middle gear joint element is maintained at slipping state so that it can have torque capacity.After the zero hour that is synchronized with the movement, because the torque capacity that this moment back produces causes the prolongation of shift-down action needed time undesirably, so middle gear joint element can not have torque capacity.In the present embodiment, middle gear joint element is in its command control pressure P _GMDo not have torque capacity when remaining on predetermined low standby pressure.Similarly, the first and second joint element C _G1, C _G2In the command control pressure P _G1, P _G2Do not have torque capacity when remaining on predetermined low standby pressure.

Although only the purpose of stating for example is understood the preferred embodiments of the present invention with reference to accompanying drawing in the above in detail, should be appreciated that according to above-mentioned instruction the present invention can be implemented with various variations, modification and improvement that those skilled in the art can expect.

In first embodiment, higher gear joint element selection portion 112 selects four clutches C4 as the higher gear joint element that is placed in slipping state the shift-up action process from first gear " 1st " to second gear " 2nd ".But higher gear joint element selection portion 112 can select among second clutch C2, three-clutch C3 and the four clutches C4 two or all clutches to be used as the higher gear joint element.In this case, the coefficient that is used in above-mentioned equation (1) and (2) changes according to two or three chosen higher gear joint elements.

In first embodiment of the flow chart of Fig. 9 and 10, the first joint element C of overrunning clutch F1 form _G1Be released to carry out shift-up action from first gear " 1st " to second gear " 2nd ".But, the first joint element C _G1Can be hydraulically operated clutch C or break B.

Although as example with reference to the flowchart text of Fig. 9 and 10 according to first embodiment's shift-up action from first gear " 1st " to second gear " 2nd ", but principle of the present invention is equally applicable to other shift-up action arbitrarily, for example, shift-up action from third gear " 3rd " to fourth speed position " 4th ", wherein third gear " 3rd " corresponding to the first gear G1 fourth speed position " 4th " corresponding to the second gear G2.Similarly, principle of the present invention be equally applicable to except according to described second embodiment from fourth speed position " 4th " to the shift-down action of second gear " 2nd " any shift-down action.

First embodiment is arranged to selected higher gear joint element is temporarily placed slipping state so that this joint element can have torque capacity, so that as seen shorten as the sequential chart of Figure 11 and 12 and to carry out the required time of shift-up action, impact the identical degree of clutch speed varying action is reduced speed change simultaneously with traditional clutch.But first embodiment can be revised as selected higher gear joint element is temporarily placed slipping state so that reducing speed change impacts, simultaneously with degree shortening required upgrade time identical to the clutch shift-up action with traditional clutch.Similarly revise and be applicable to second embodiment, so that reducing speed change impacts, the while is with degree shortening required lower category time identical to the clutch shift-down action with traditional clutch so that middle gear joint element is placed slipping state.

Among first and second embodiments that state of example, speed change progress detection unit 118,218 is configured to be judged to be gear shifting operation when turbine trip speed Nt has reached threshold value N1t progress degree PG reaches predetermined target shift speed progress degree PG1, PGx.But speed change progress detection unit 118,218 also can be judged progress degree PG based on other parameter except that turbine trip speed Nt.

Be arranged such that the command control pressure P of three-clutch C3 (middle gear joint element) according to second embodiment of the sequential chart of Figure 16 _C3At moment t _B4Be reduced to low standby pressure.But, the command control pressure P of three-clutch C3 _C3Be reduced to moment of low standby pressure can be more or less early than or be later than t constantly _B4But, in shift-down action, preferably, the command control pressure P _C3(P _GM) before turbine trip speed Nt is increased to above-mentioned synchronous speed Ntm, be reduced to and hanged down standby pressure or lower.

In first embodiment of the sequential chart of Figure 12, the command control pressure P of the first break B1 _B1From moment t _A3To moment t _A4Inertia phase during raise continuously.But, during inertia phase to the command control pressure P _B1This control dispensable.For example, first embodiment can be changed into and makes the command control pressure P _B1From moment t _A3To moment t _A3' reduce, and the command control pressure P of while four clutches C4 _C4With than rising speed Δ P1 high in first embodiment _H(amount that exceeds is corresponding to the command control pressure P _B1The speed that reduces) raise.Similarly revise and be applicable to second embodiment, wherein the command control pressure P of three-clutch C3 _C3With the rising speed Δ P1 that increases _MRaise.

The hydraulic operation bonding apparatus available torque of the clutch C that is provided with in the automatic transmission 10 stated of example and break B (for example first and second clutch C1, C2) form transmit the adjustable magnetic type of bearing capacity or electromagnetic type joint element such as magnetic type clutch and electromagnetic clutch and replace.Under the situation of using magnetic clutch, for example, the hydraulic control unit 98 that comprises the control valve unit that is used for the hydraulic pressure switching is replaced by electricity that is used to control the electric command signal of giving magnetic clutch or electromagnetic type COMM communication.

Described upgrading and shift-down action of automatic transmission 10 with reference to first and second embodiments, first and second embodiments' control feature can suitably be combined.For example, before or after the control routine of Fig. 9 and 10, carry out the control routine of Figure 14 and 15.

Should be appreciated that the present invention can change with various other that those skilled in the art can expect is implemented and is not broken away from the spirit and scope of the present invention.

Claims

1. control gear that is used for vehicle automatic transmission (10), described vehicle automatic transmission have optionally discharged and engage with a plurality of joint elements of carrying out gear shifting operation (F), described control gear is characterised in that and comprises for C, B:

Speed Control portion (120; 220), described speed Control portion is configured to control the joint element (C3 of at least one specific controlled, C4), the joint element of described at least one specific controlled is included in described a plurality of joint element (C of the gear shifting operation of being arranged to carry out described vehicle automatic transmission (10), B, F) in, and before the gear shifting operation of carrying out according to the gear-shift command of current generation and be placed in complete releasing state afterwards, in the joint element of described at least one specific controlled of described speed Control portion's control each is so that the joint element of described each specific controlled can have torque capacity during the described gear shifting operation of carrying out according to the gear-shift command of described current generation.

2. control gear according to claim 1, it is characterized in that, the described gear shifting operation of carrying out according to the gear-shift command of described current generation is the shift-up action of described vehicle automatic transmission (10), and each in the joint element of described at least one specific controlled all is higher gear joint element (C4), and described higher gear joint element is joined so the gear shifting operation of carrying out described vehicle automatic transmission and arrives the higher gear higher than the gear of setting up after described shift-up action.

3. control gear according to claim 1, it is characterized in that, the described gear shifting operation of carrying out according to the gear-shift command of described current generation is the shift-down action of described vehicle automatic transmission (10), and each in the joint element of described at least one specific controlled all be in the middle of gear joint element (C3), described in the middle of the gear joint element be joined so the gear shifting operation of carrying out described vehicle automatic transmission and arrive the gear before described shift-down action, set up and the middle gear between the gear of setting up after the described shift-down action.

4. according to each described control gear in the claim 1 to 3, it is characterized in that, also comprise speed change progress detection unit (118; 218), described speed change progress detection unit is configured to judge whether the progress degree of the described gear shifting operation of carrying out according to the gear-shift command of described current generation has reached predetermined target shift speed progress degree, and when wherein the progress degree that has been judged to be described gear shifting operation when described speed change progress detection unit has reached described predetermined target shift speed progress degree, described speed Control portion (120; 220) (C3 is C4) to reduce described torque capacity for the joint element of described at least one specific controlled of control.

5. control gear according to claim 4 is characterized in that, when the rotating speed of the input shaft (22) of described vehicle automatic transmission (10) has reached threshold value, and described speed change progress detection unit (118; 218) the progress degree that is judged to be the described gear shifting operation of carrying out according to the gear-shift command of described current generation has reached described predetermined target shift speed progress degree, and described threshold value makes described threshold value make progress degree corresponding to described predetermined target shift speed based on the rotating speed and being determined to be of described input shaft when the inertia phase of described gear shifting operation begins and finishes.

6. control gear according to claim 5 is characterized in that, described predetermined target shift speed progress degree is determined to be and makes the progress degree of described gear shifting operation reach described predetermined target shift speed progress degree in described inertia phase.

7. control gear according to claim 6, it is characterized in that, described predetermined target shift speed progress degree is determined to be and makes the progress degree of described gear shifting operation change in the torque of the output shaft (24) of described vehicle automatic transmission (10) to reach described predetermined target shift speed progress degree after finishing, and described torque changes and is to impact as the speed change of described vehicle automatic transmission soon when described inertia phase begins or after the beginning and takes place.

8. according to each described control gear in the claim 1 to 3, it is characterized in that described speed Control portion (120; 220) (C3 C4) can side by side have described torque capacity with the zero hour of the inertia phase of described vehicle automatic transmission (10) to make the joint element of described at least one specific controlled.

9. according to each described control gear in the claim 1 to 3, it is characterized in that, the described gear shifting operation that the gear-shift command according to described current generation of described vehicle automatic transmission is carried out is the shift-up action from first gear to second gear, described shift-up action is to be included in described a plurality of joint element and to be placed in complete jointing state with first joint element (F1) that described vehicle automatic transmission placed described first gear and engage second joint element (B1) that is included in described a plurality of joint element and is placed in complete releasing state under described first gear of described vehicle automatic transmission and be performed by release, described speed Control portion (120; 220) make the joint element (C4) of described at least one specific controlled during described shift-up action, can have described torque capacity.

10. according to each described control gear in the claim 1 to 3, it is characterized in that described speed Control portion (120; 220) by temporarily (C3 C4) places slipping state and makes the joint element of described at least one specific controlled can have described torque capacity with the joint element of described at least one specific controlled during the described gear shifting operation of carrying out according to the gear-shift command of described current generation of described vehicle automatic transmission.

11. control gear according to claim 10 is characterized in that, described speed Control portion (120; 220) will be placed in the joint element (C3 of described at least one specific controlled of described slipping state, C4) torque capacity that described torque capacity and desire will be engaged to carry out the joint element of described gear shifting operation according to the gear-shift command of described current generation is controlled to be each other in predetermined relationship, makes the rotating speed of the input shaft (22) of described vehicle automatic transmission (10) and output shaft (24) change with separately predeterminated target speed.

12., it is characterized in that the torque capacity of each in described a plurality of joint elements is all along with the carrying out of the joint action of described each joint element and increase according to each described control gear in the claim 1 to 3.

13. control gear according to claim 3, it is characterized in that, described speed Control portion (220) make described in the middle of gear joint element (C3) during the described shift-down action of described vehicle automatic transmission (10), can have described torque capacity and reach a time period, the moment that is identified that rotatablely moves synchronously of the input block of gear joint element in the middle of described of described time period and output block finishes, described speed Control portion with gear joint element in the middle of described be controlled to make described in the middle of the gear joint element rotatablely move synchronously described input and output parts described and can not have described torque capacity after being identified.